Intelligent public transit system using dual-mode vehicles

ABSTRACT

A method has steps for dividing a controlled roadway into virtual moving packets with characteristics of being spaced apart by a specific distance and moving at a controlled speed on the roadway, by a master computer coupled to sensors and actuators of the controlled roadway, managing vehicles traveling on the controlled roadway to enter, leave and occupy individual ones of the virtual packets, through communication by the master computer with on-board computers in individual ones of the vehicles, and adjusting virtual packet size and spacing during operation, causing vehicles occupying the spaces of the virtual packets to readjust position relative to one another according to the size and spacing adjustment of the packets by the master computer.

CROSS-REFERENCE TO RELATED DOCUMENTS

The instant application is a divisional application from co-pending U.S.application Ser. No. 11/560,981, filed Nov. 17, 2006 and issuing as U.S.Pat. No. 9,037,388 on May 19, 2015, and claims priority to the effectivedate of that application. All disclosure of the parent application isincorporated herein at least by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present Invention is in the field of mass transit and pertains moreparticularly to methods and apparatus for enabling an intelligent publictransit system using dual-mode vehicles.

2. Description of Related Art

As urbanized areas in major industrialized nations have become morecongested in population, roadways, turnpikes, expressways, freeways, andthe like have become more and more congested, and new ways of movingpeople have become more important. A good example of such congestion isin Southern California, particularly the Los Angeles area. Urban sprawlcontinues for many miles around Los Angeles, requiring ever moreinvestment in highway infrastructure, which the relatively recentdevastating earthquake in that area proves is a vulnerable investment.

These developments over many years have also prompted development andimplementation of various mass transit schemes designed primarily forcommuters who live and work in the area. Bus systems, train systems, andother rail-type mass transport systems are generally available forcommuters in the more industrialized and modern areas. There are alsomany congested urban areas around the world that are not modernized withrespect to transportation. Often too few roadways are available in theseareas. The roadways that are available are often congested to the pointof gridlock. Lacking rail systems, commuter-lane freeways and other suchinfrastructure enjoyed in more modern urban areas, these poorer areasare disadvantaged, at least from the aspect of efficient transportationinfrastructure, such that they may not contribute and developeconomically, as they would be enabled to do if there were adequatetransportation.

It has been generally believed that introducing more conventional formsof mass transit such as rail systems, more buses, trolleys, etc. couldalleviate congestion problems on roadways and the like. To this endbillions of dollars are devoted to more-or-less conventional masstransit systems. However, it has been found that in modern areas peoplemore often prefer independent modes of travel, such as by automobile.Even when commuter lanes on freeways are available for privateautomobiles, it seems most commuters would rather go it alone than joina carpool or solicit others to form one. Moreover, rail systems andother common mass-transit modes are enormously expensive and must begenerally supported through paying ridership by the public. When enoughindividuals cannot be solicited to patronize such a system, it maysuffer from lack of maintenance, poor service, and in some instances,service may be discontinued altogether. The alternative of building morefreeways to accommodate individual motorists is extremely expensive andtakes up otherwise usable space.

In view of the above considerations, it is very desirable as publicpolicy to provide an economically-feasible system of mass transit thatalso provides personal privacy and individual freedom to users of such asystem. While there have been efforts to provide more personalizationand individuality with respect to mass-transit modes, these systems areoften prohibitively expensive, or do not provide enough individuality orpersonalization to attract large numbers of users, which, in the longrun is self-defeating. Some of these prior art systems involve no morethan providing improved communication between transit authorities andpassengers, while others attempt to provide independent modes of travelon special roadways that are modified from existing roadways, or builtnew at extravagant costs.

One such prior art system is taught by U.S. Pat. No. 5,669,470, issuedon Sep. 23, 1997 to Howard R. Ross, hereinafter referred to as Ross.Ross provides an electrically-powered vehicle with on-board batteriesadapted to ride on a special designated roadway adapted to inductivelydistribute electrical energy to each vehicle. While this system mayalleviate some traffic on normal roadways and provide for individuallypersonalized transportation, either normal roadways must be modified, ornew roadways must be constructed to facilitate such electrically poweredvehicles.

Breaking up existing roadways is extremely expensive as is building newroadways. Moreover, with many roadways already widened to supportspecial commuter lanes, it is doubtful that adding lanes for electricvehicles would be practical even if the expense could be met.

Another prior art system, U.S. Pat. No. 5,739,744 issued to AntonioCarlos Tambasco Olandesi, hereinafter referred to as Olandesi, simplyprovides computer capability to gas-powered buses in a transit capacity.Such capability affords drivers and passengers with acknowledge ofscheduling information, current time status such as length of delays,scheduled arrivals, and so on. The onboard computer means communicateswith terminals at stops along the route. However, passengers still mustpack in as a group and do not have any individual control accept forboarding and disembarking, as with conventional bus systems.

Still other prior art systems provide individual vehicles adapted toride on a rail-like above-ground structure. Almost invariably, suchsystems require rigid confinement of the vehicles to the rail-structuresuch that the vehicle is constrained to ride on a special rail or in aspecial groove. No dual mobility is afforded with these rail systemswhich is a common constraint seen with many prior art aboveground railsystems.

It is desirable in view of the above limitations associated with thestate of the art to provide a transit system that provides a passengerwith all of the privacy of driving a personal vehicle, while alsoenabling the passenger to enjoy a worry-free commute void of anyrequirement to navigate the vehicle. It is further desirable to providesuch a system relatively inexpensively and with infrastructure that ismodular in nature and may be quickly assembled or taken down withouttaxing precious land resource or significantly disturbing theenvironment.

One prior art system that provides a relative few of the desiredcharacteristics described above is taught by U.S. Pat. No. 5,473,233issued on Dec. 5, 1995 to Mark A. Stull and George F. Dippel,hereinafter referred to as Stull et al. Stull et al. teaches a masstransit system that uses a special roadway whereon a vehicle is drivenvia electromagnetic power provided by an electric utility and specialelectromagnetic elements or coils implanted at short intervals along theroadway. The implanted elements communicate with magnetic apparatus(large magnets) installed in each vehicle. The vehicles are urgedforward by an electromagnetic current distributed at various modulationsto control the speed of each vehicle.

Each vehicle in the Stull et al. system may operate in dual mode in thesense that when not on the special roadway whereon electromagneticpropulsion is the only option, it may be operated as an electric vehiclecapable of self-propulsion on a typical surface roadway. Each vehicle isadapted to carry only a few passengers, a constraint necessary due tothe mode of travel.

One problem with this system is that it relies on a special roadway thatmust be modified from an existing roadway, or created new. As describedabove, tearing up existing roadway to embed special surfaces andelectromagnetic modules is prohibitively expensive. Such a dedicatedroadway or guide-way also requires many entrance and exit ramps ofsufficient length to accommodate acceleration to an optimum speed oftravel, which may be up to 150 miles per hour according to Stull.Similarly, the amount of electric current needed to provide power forthe embedded coils limits the scope of Stull's system requiring, that itbe implemented for short distances only such as in urban locales. Thisconstraint limits the number and type of commuters that may benefit tothose local commuters living within the city. Moreover, in areas whereheat during the summer may cause unusual demand on electricity, thesystem appears vulnerable.

Even though the infrastructure of Stull et al. is prohibitivelyexpensive and complex, a desirable feature is exhibited with respect tothe vehicles. That is that each vehicle is equipped with an on-boardcomputer means for communicating with a “computerized global system”.Such communication capability includes diagnostic evaluations of vehicleintegrity for traveling on the system, control of vehicle speed, andcontrol of vehicle position as related to other vehicles traveling onthe same guide-way. Unfortunately, the global system uses hardwiredlocal control stations having a plurality of roadway modules that mustbe installed and operational for successful vehicle to systemcommunication. Such wiring and distributed modules must be constantlymaintained and tested which is an ongoing and considerable expense.

More importantly, vehicles traveling on the guide-way are notself-propelled. Rather, they are controlled as a group under a sharedsystem of electromagnetic propulsion. This fact introduces an undesiredcomplexity wherein the global system must communicate with each vehicleand the power source supplying the shared power. Based on eachindividual vehicle needs, the global system must regulate theelectromagnetic system so as to supply the required power at therequired location within a required time window such as when vehiclesmust be brought up to speed for entering the system. In fact, theelectromagnetic system must be divided into two parts: one for the mainguide-way, and one for the entrance and exit ramps. This kind ofcomplexity is difficult to maintain even over short distances.Furthermore, the speed capability of Stull et al.'s system is disclosedas from 50 miles per hour to 150 miles per hour. While this capabilitymay be impressive in a long, straight, commute, a short distance wouldnever require such capability, and as Stull's vehicles are notconstrained to the guide-way, an element of danger is exposed at higherspeed levels.

As can be seen above, Stull et al, while able to provide some individualprivacy for commuters by way of dual-mode vehicles, fails to provide asystem that is economical and practical for more than short-range use.It is even dubious that a short-range system practicing under theconcepts of Stull et al. could be implemented economically, especiallyin areas that are not particularly rich in resources. Much innovation isstill needed to achieve the desired characteristics for a reallysuccessful mass transit system.

For a mass transit system to be economical in terms of infrastructure,it must be modular in nature, meaning that the roadway must be of such aconstruction that it may be installed in urban, suburban, and ruralareas without adding to existing roadways or otherwise disturbing usefulland areas extensively. For a mass transit system to be successful interms of providing convenience and amenity to proposed commuters, itmust be flexible in nature, conciliatory toward commuter preferences,and affordable for commuters. For a mass transit system to be successfulin terms of social practicability, it must, along with the above, beaesthetically acceptable within the community and help to solvetransportation problems existing within the community.

Another apparent difficulty with the mass transit systems describedabove as in and defining the state of the prior art, is that all arerelatively mechanically complex. That is, they all require in somedegree power distribution in the roadway, complicated mechanicalswitching, and the like. Complexity equals expense and unreliableoperations.

Accordingly what is clearly needed is a mass transit system that is verysimple, avoids mechanical complexity, can be personalized to commuters,and that may be implemented regionally and economically in terms ofinfrastructure. Such as system would allow people to commute en masswhile retaining individual privacy as if driving their own vehicle frompoint of departure to point of arrival to a final destination. Such asystem would also allow less developed areas to obtain badly neededinfrastructure at a minimal investment, which would also attract othereconomic investment.

SUMMARY OF THE INVENTION

In an embodiment of the invention a method is provided, comprisingdividing a controlled roadway into virtual moving packets withcharacteristics of being spaced apart by a specific distance and movingat a controlled speed on the roadway, by a master computer coupled tosensors and actuators of the controlled roadway, managing vehiclestraveling on the controlled roadway to enter, leave and occupyindividual ones of the virtual packets, through communication by themaster computer with on-board computers in individual ones of thevehicles, and adjusting virtual packet size and spacing duringoperation, causing vehicles occupying the spaces of the virtual packetsto readjust position relative to one another according to the size andspacing adjustment of the packets by the master computer.

In one embodiment of the method the master computer adjusts virtualpacket characteristics on a portion of the roadway ahead of an exit rampto afford a vehicle about to exit additional space between that vehicleand proximate vehicles. Also in one embodiment the dual-mode vehiclescomprise engagement mechanisms fore and aft, and wherein the mastercomputer adjusts packet characteristics to cause two or more vehicles toengage one to another by the engagement mechanisms. Also in oneembodiment the adjustment is triggered by failure of one vehicle inoperation, and by the engagement an immediately following vehicle iscaused to push the failed vehicle. Also in one embodiment sensors of thecontrolled roadway include sensors recording environmental conditions,and wherein the master computer changes characteristics of virtualpackets according to changing environmental conditions.

In one embodiment of the method characteristics of virtual packets arealtered based on changing wind conditions in the environment of thecontrolled roadway. Also in one embodiment characteristics of virtualpackets are changed based on temperature changes in the environment ofthe controlled roadway. In one embodiment characteristics of virtualpackets are changed based on changes in lighting conditions in theenvironment of the controlled roadway. In one embodiment characteristicsof virtual packets are changed based on operational circumstances. Andin one embodiment the operational circumstances include one of accidentson the roadway and scheduled maintenance conditions.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

FIG. 1 is an elevation view of a section of elevated roadway withpersonal vehicles (PVs) commuting on a personalized transit system (PTS)according to an embodiment of the present invention.

FIG. 2A is a cross-section of the elevated roadway of FIG. 1 taken alongthe sectioning lines 2-2 of FIG. 1.

FIG. 2B is a cross-section of the elevated roadway of FIG. 1 taken alongthe sectioning lines 2-2 of FIG. 1 in an alternative embodiment.

FIG. 3 is an overhead view of an embarking-disembarking station of a PTSsystem according to an embodiment of the present invention.

FIG. 4 is an elevation view of a PTS-compatible personal vehicle (PV)with an on-board computer (OBC) and other components according to anembodiment of the present invention.

FIG. 5 is a general block diagram illustrating a PTS computer controlnetwork according to an embodiment of the present invention.

FIG. 6 is a block diagram of OBC 73 of FIG. 4 illustrating variousrequired and optional components.

FIG. 7 is an elevation view of a vehicle coupling system (VCS) accordingto an embodiment of the present invention.

FIG. 8 is an end view of PV 15 illustrating various installed sensorsand connections comprising a proximity sensing system.

FIG. 9 is a plan view of an exemplary section of controlled roadwayillustrating PV exiting capability.

FIG. 10 is a plan view of an exemplary section of controlled roadwayillustrating PV entrance capability.

FIG. 11 is an elevation view of a portion of a partially-completedroadway illustrating a construction crane used in an embodiment of theinvention.

FIG. 12 is an elevation view of the crane and roadway of FIG. 11illustrating the crane in an intermediary position of construction.

FIG. 13 is another elevation view of the crane and roadway of FIGS. 11and 12 illustrating the crane in a further position in construction of aroadway.

FIG. 14 is an elevation view of a mobile recovery vehicle in anembodiment of the present invention.

FIG. 15 is an illustration of a vehicle altering device useful with thevehicle of FIG. 14 in an embodiment of the invention.

FIGS. 16a through 16e illustrate front and rear engagement bumpermechanisms and devices for use with vehicles in some embodiments of theinvention.

FIG. 17 is a plan view of one entrance ramp 421 onto a roadway 422 ofthe system in an embodiment of the invention.

FIG. 18 is a plan view of a section of roadway showing two exit ramps,one to the right and one to the left, with some additional features inan embodiment of the invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

According to a preferred embodiment of the present invention, a personaltransportation system (PTS) is provided and implemented in a fashionsuch that much personalization is afforded to individual commuters.Personalization is achieved by providing self-propelled dual-modepersonal vehicles (PVs) in which commuters may travel either on or off aunique controlled roadway system. Other facilitating systems andcomponents thereof are provided as part of a unique overall personaltransportation system (PTS). These include at least a modularinfrastructure system that may be built up or taken down quickly andeconomically. Also, a Master computer system is provided for overallsystem management, diagnosing problems, and controlling aspects andperformance of compatible vehicles. The Master computer systemcommunicates with local stations of the controlled roadway and also withonboard computers in vehicles. In various implementations andembodiments of the system particular functions are assigned to differentparts of the computer system. In a preferred embodiment the overallsystem is managed as a real-time continuing system wherein movingvirtual positions, herein termed vehicle packets, for PVs in the systemare constantly tracked, and recorded as occupied or available packets.

In various embodiments each PV is provided with individual proximitysensing systems which communicate both with an on-board computer (OBC)for the PV and in some instances with the Master computing system aswell. The proximity sensor system in each PV is adapted to cooperatewith the overall computer system to recognize PV positioning relative toother PVs and position on the controlled roadway, such as positionintegrity relative PV packets as introduced above, which are describedin more detail below.

The proximity system in each PV reports to the OBC, which in turnreports to the Master computing system either directly or through localcomputerized stations. According to system parameters, the OBC systemscontrol and adjust vehicle speed and steering while the PV is travelingon the controlled roadway. Proximity sensing between PVs moving on thecontrolled roadway provides a virtual coupling system, whereby PVs maybehave as though coupled and moving in tandem. Additionally, in analternative embodiment, a physical vehicle coupling system is providedand adapted to allow actual physical coupling or uncoupling of vehiclesduring operation on the controlled roadway.

Infrastructure

FIG. 1 is an elevation view of a section 13 of a controlled roadway inan embodiment of the invention with personal vehicles (PVs) 15 travelingon a personalized transit system (PTS) 11 according to an embodiment ofthe present invention. PTS 11 utilizes an infrastructure composed inmany embodiments at least primarily of elevated roadway, of which onesection is seen in this view. In many embodiments at least some portionsof the controlled roadway may be at surface level or below as well. Someportions of controlled roadway 13 are shown in broken section to showotherwise hidden components.

Roadway section 13 is supported by two substantially upright pillars 21in this example, spaced apart a suitable distance over the length ofcontrolled roadway to support individual sections, such as section 13.In this example, pillars 21 are conical, being circular in cross-sectionand tapered in shape from a base to a top end. In a preferred embodimentpillars 21 are manufactured from steel in a prefab fashion of standardlengths. In one embodiment, pillars 21 may be manufactured from steeland may take various shapes such as a tapered ribbed or finnedpre-formed structure. In another embodiment, pillars 21 may bereinforced tubular structures having a welded outer skin of steelforming the tube portion of the structure. Suitable extension members(not shown) are also provided for attaining various lengths as may berequired for implementation over uneven terrain. Such extension portionsmay be cut on-site if required to attain specific lengths as is known inthe art of construction. It will be apparent to the skilled artisan thatsuch support pillars may take many diverse forms.

Each pillar 21 in this embodiment has a steel pillar-support base 25welded or otherwise rigidly affixed thereto. Support base 25 acts tostabilize pillar 21 such that it may be aligned and mounted by a methodsuch as bolting to a concrete support pad 27. Support pad 27 istypically made level and anchored into the earth by known methods ofearth-anchoring structures. Such support pillars provide a modularsupport for elevated sections of PTS 11, such that controlled roadwaymay be constructed over various surface terrains in virtually anysurrounding environment. This type of elevated architecture may beimplemented in urban, suburban, and rural areas without altering landand land use other than in the immediate vicinity of pads 27. In manyplaces pre-existing right-of-way may be used, such as railroad access,existing roads having easements, canals, fireroads, and the like.

Roadway section 13 in this embodiment comprises a roadway support tube19, a plurality of I-beam support members 31, and a roadway surface 29.Support tube 19 provides the base support for roadway 29. Tube 19 iscentrally located beneath and parallel to road surfaces 29, which mayindeed be multiple roadways. Tube 19 is preferably made of durable steeland is approximately 48 inches in diameter in this example, althoughmany other sizes might be used. Support tube 19 has a wall thicknesssuitable for support and welding purposes. Tube 19 is structurallysupported by a plurality of cross members 23 suitably spaced alongroadway section 13. Cross members 23 are of steel and are welded orotherwise rigidly affixed to tube 19 and in appropriate junctions,pillars 21. Cross-members 23 act as a ribbing support, lending strengthto roadway section 13 as well as providing support platforms from whichother structure such as longitudinal walkways, side railings, and so onmay be attached. Such additional structures are not included in thisview for the purpose of clarity as described above.

Roadway surfaces 29 are supported in an elevated position above supporttube 19 by I-beams 31. Each roadway surface 29 is, in a preferredembodiment, at least partially a steel grating having openings thereinfor allowing snow and rain, and other debris, to fall through. I-beams31 are welded or otherwise affixed on lower edges to tube 19 and onupper edges to roadway surface 29. In a preferred embodiment, all of themajor infrastructure components of roadway section 13 are manufacturedfrom durable steel much like material used in the construction of steelbridges and railway structures. This construction provides maximumstrength and is relatively lightweight.

In a modular architecture such as the one provided herein, pillars 21may be lowered into position by, for example, a helicopter after crewshave completed construction of concrete pads 27. Sections of roadway 13may be laid out along and between pillars 21 from already-constructedsections with the use of a wheeled and hydraulically operated supportvehicle which will be described in enabling detail in a later section ofthis specification. By use of modular architecture and uniqueconstruction techniques taught herein, a dedicated route for PTS 11 maybe constructed relatively swiftly and without significant disruption tothe surrounding environment whether in an urban, suburban or rural area.

It should be apparent to one with skill in the art that there are manymethods and a variety of known equipment that may be utilized toconstruct roadway section 13 of PTS 11 without departing from the spiritand scope of the present invention. For example, in areas where abundantaccess roads are available and suitable for transporting heavyequipment, pillars 21 may be erected by more conventional methods.Helicopter placement would typically be used in areas where access roadsare unavailable and terrain is generally adverse to more conventionalconstruction techniques.

It will be apparent to the skilled artisan that not all support pillars,roadway sections, and peripheral equipment will be standard. There will,for example, be a need in some cases for curves in roadways to changedirection, provision for elevation changes, and the like. Thedevelopment of new PTS roadways will be an entirely separate enterprisefrom the operation of such systems, as described in this specification.It will also be apparent that computer programs may be created and usedto provide parameters for bending and altering otherwise standardcomponent structures for curves and elevation changes, and creating newcomponents.

The creation of a new system, or an addition or replacement to anexisting system must, of course, start with a plan. The inventorenvisions the development of new and additional roadway systems to be ahighly computerized process as well. A development computerized systemwill present interactive interfaces for developers to set up a project.A first phase simply establishes broad parameters, such as particularpoints in geography to be serviced. One might, for example, start aproject in this system to provide a PTS loop from a furthest East pointin San Jose, Calif. to a furthest West point in Santa Cruz, Calif., as asimple return loop, not at first establishing integration with any othersuch system. A team of developers might set up this project with the endpoints, and desired access points between the end points. There may bechoices available for access points, as well. For example, some pointsmay be only exit, and some only entrance, perhaps within relativelyclose proximity of one another, and some may have both entrance and exitcapability.

In a first phase the new-system-development computer system would takethe entry information, and provide back to the developers parts listsdetailing the number of support structures required, the number ofstandard-length roadway sections required, the number of exit sections,the number of entrance sections, a plan-view layout of the systemshowing curves, layout, etc., and much other information, which mightinclude cost runs for materials and parts, and even labor estimates. Allof this can help the developers in planning and promoting.

After a first design phase, the development system would solicit moredetailed information from the developers, having to do with specificlocations for supports, entrance, exit ramps and the like. Some of thisinformation may be provided through aerial photography, some byold-fashioned survey techniques, and more by mining known databases oftopography and geography.

The feedback from the system to the developers in the second phaseidentifies specific problems and special requirements, and factors inworkload and costs, providing the developers with additional informationto promote the project.

In a third phase, the development system, assuming approval of theproject, analyzes the requirements for start and finish, and the like,and provides a step-by step plan, perhaps with GANT charts, for carryingout the project. At frequent milestones a procedure is provided for themanager/developers to input actual progress and costs, to be used by thesystem to compare with original estimates and to update progressreports.

In one aspect this new computer system educates itself from one projectto another, taking into account deviations and problems, and improvingits own procedures for a next project. Historical data will be veryvaluable in developing the development of the PTS projects.

The inventor has discovered that a project system as described above hasfurther application than just in PTS projects, and might be utilized bycivil engineers and architects to manage a great variety of projects.

In another aspect a computerized system for development as describedjust above might also have features for dealing with deteriorated ordamaged superstructure in existing PTS systems. Once the details ofdamage or deterioration, including for example, exact location, areknown and entered, the system can specify a parts list for repair andrenovation, plan the procedures necessary, and direct the phases of theproject to accomplish the desired end.

PVs 15 are provided in embodiments of the invention as dual-modevehicles that are, in a preferred embodiment, self-powered and equippedwith suitable human interface and controls such that they may beoperated manually on conventional streets and highways. In manyembodiments the PVs are electrical vehicles (EVs) operating onrechargeable battery packs. In some embodiments the PVs may be hybridvehicles having both internal combustion power plants and electricalpower plants.

When traveling on PTS 11, over controlled roadway as shown, the vehiclesare controlled individually by the system such that manual operation isnot required. Rather, the vehicles are centrally controlled by thepreviously-introduced Master computer system (not shown in thisdrawing), or by subordinate computer stations in conjunction with thepreviously-described OBC systems. In this way, commuters may relax andenjoy a worry-free commute while on PTS 11. Manual operation of PVs 15is resumed after commuters disembark from PTS 11, to enable thecommuters to continue on to their ultimate destinations over surfacestreets and roads.

In some embodiments lane separation barriers 33 (partially shown) areprovided to act as dividing and enclosing barriers between PVs travelingon dual lanes and between PVs and the outer peripheral edges of roadwaysection 13. If PTS 11 has two PV lanes, for example such as one in eachdirection, then three barriers 33 might be used. One may be used as acenter divider, and two as outer barriers for roadway section 13. Outerbarriers 33 also provide protection against wind and wind-blown debris.Barriers 33 are preferably constructed from suitable steel, but may alsobe constructed from other materials such as aluminum, or even fromtransparent material to allow a view of the countryside for commuters.

A PV 17 is illustrated in FIG. 1 to provide an example of amulti-passenger vehicle that may, in alternative embodiments, be usedinstead of or in addition to smaller personal PVs 15. PV 17 is alsoself-powered such that operating on conventional surface roadways ispossible as described above with PVs 15. Similarly, control of PVs 17 istransferred to a central computing means once entering the controlledroadway.

FIG. 2 is a cross-section of roadway section 13 of FIG. 1 taken alongsection line 2-2 of FIG. 1, illustrating cross-member 23 and othercomponents in additional detail. The architecture of roadway section 13as seen in this view is of an inverted triangular shape with arelatively low profile and less mass than a traditional rectangularstructure. This novel design aids in the overall strength of theinfrastructure, especially providing resistance against high winds.

Cross-member 23 has, in this example has a number of through-openings,such as openings 47 and 45 for the purpose making the structure lighterin weight. In alternative embodiments more of fewer such holes may beused, or none at all. Cross-member 23 encompasses and is attached toprimary longitudinal tubing 19 which supports all of the elements of theroadway section. Lateral girders 31 rest across tubing 19 as well, atspaced intervals along the roadway, not necessarily just at the positionof the cross-members. Surface 29 of expanded metal provide a grid ofopenings as described above, such that water, snow and debris may fallthrough rather than building up on the roadway. Raised tracks 46 areprovided, spaced apart the width of tires on the PVs, to engage the PVtires on the roadway.

In this example, there are two lanes shown for transportation with PV's15. The PVs are shown with little detail, but it may be assumed thetwo-lanes are for travel in opposite direction. In addition to optionalbarriers 33 (one center barrier, and two outer barriers), a rigid centerdivider 34 is provided in this dual-lane example. Divider 34 is adaptedas a protective barrier between the two illustrated travel lanes, andalso, in this embodiment as a guide to front wheels of PVs 15, to guidethe PVs on the controlled roadway. Retainer walls 43 are provided andadapted as protective barriers between lanes and provided outerpedestrian-walkways 39. Such rigid barriers are constructed from asuitable material such as steel that is strong enough to repel debris inthe event of an accident. In addition to center guide barrier 34, outerguide barriers 36 are provided to additionally contain and guide PVs inoperation.

In some preferred embodiments the tires for PVs are constructed to havea special low-friction sidewall material such as Teflon™ or other lowfriction material to reduce friction between the tires and side barriersand guide surfaces as much as possible. Also in some cases the sidebarrier surfaces may also be constructed to have low-friction materialfor the same reasons, and in some embodiments the tires are other thaninflatable, to reduce the hazard of flat tires on the PTS roadway.

In some embodiments the surface of roadways may be impregnated orsurfaced with very hard and wear-resistant materials, like tungstencarbide, for example. In some cases this extra wear resistance is addedin manufacture before roadway sections are assembled into a continuingroadway, and may be added by deposition machines using high-energysystems, such as physical vapor deposition systems and sputteringsystems. In some cases such materials may be added after a roadway isassembled. Systems may be put in place as well to periodically test andto monitor the condition of the surfaced or impregnated roadway, so thatmaintenance may be activated to resurface the roadway periodically.

In this embodiment guide barriers 34 and 36 have sloping faces towardthe PV tracks, the sloping faces extending essentially to the outer edgeof each raised track 46. In this manner, a V traveling along tracks 46will have its front wheels guided by the guide barriers in addition toother guide apparatus and methods described below.

Pedestrian walkways 39 are shown in FIG. 2, but are not strictlyrequired. Such walkways may be provided in some embodiments and not inothers. Such structures may provide emergency access and for maintenancepersonnel to access certain areas of infrastructure. In the case ofwalkway structures such as walkways 39, suitable step-down structuressuch as step-down 41 may be provided for access to the interior portionof roadway 13.

In some embodiments emergency telephones may be provided at suitableintervals along walkways 39 for reporting any problems with the systemsuch as debris damage, medical requirements, security problems, and soon. Such phone systems are expected to be used by maintenance personnel,rather than for any use by persons traveling in vehicles on the roadway.

In addition to walkways 39, emergency stop lanes (not shown) may beprovided for PV's 15 along any length of roadway 13 in case of adetected performance problem or passenger-communicated emergency. In thecase of vehicle stop lanes, certain sections of PTS 11 would, of course,be wide enough to support such additional infrastructure includingadditional support pillars and so on.

In some embodiments of the present invention tube 19 may have additionaluses. One such use is as a communication wave-guide, for communicationbetween different subsystems. Also, access openings may be provided intube structure 19 to enable a special maintenance vehicle to travelinside the tube to a problem location where suitable personnel access issimilarly provided to roadway 13. The openings may be provided insuitable surface locations of tube 19 that provide for simple access toa target roadway section such as section 13. In this case, tube 19 mayhave a larger diameter enabling enough room for such a vehicle andpersonnel for travel. An enclosed stair-type or ladder style structuremay be provided at each opening for insuring safety of personnelaccessing a roadway section such as section 13. In still otherembodiments tube 19 may be used for gas or liquid transport, and thelike. Many such uses are possible.

In a preferred embodiment, the controlled roadway has raised tracks 46adapted to provide a smooth surface for PV tires. In this case, thereare two such raised tracks 46 placed longitudinally in each travel lanewith one surface 46 proximate to and adapted to make contact with theleft-side wheel arrangement, and the remaining surface 46 proximate toand adapted to make contact with the right-side wheel arrangement ofeach PV 15. As described above, the outer edges of the span of theraised tracks are proximate the angled surfaces of guide barriers 34 and36 to form, in this embodiment at least, a physically-guided system formoving PVs.

In this particular example, there are two sets of proximity sensors 35 a(left-set) and 35 b (right set) mounted on each PV. Sensors 35 a and 35b, depending on type, may sense walls of barriers 34 and 36, or maycommunicate with a plurality of cooperating proximity modules such asmodules 37 a and 37 b. Modules such as modules 37 a and 37 b, whereused, are located at the same height level as sensors 35 a and 35 b in aspaced-apart collinear arrangement along the length of barriers 34 and36. The technology for proximity sensing may be radar, photoelectric, orother known methods, and cooperating modules may or may not be required,depending on the type of proximity sensors used. Information gathered byproximity sensors such as sensors 35 a and 35 b is utilized by PVon-board computers (OBCs not shown here) to guide automatic steering ofPVs in addition to, or instead of the physical guiding afforded bybarriers 34 and 36. A multi-passenger PV such as PV 17 of FIG. 1, ifused, may have more than two sets of proximity sensors mounted to eachside because of the significantly longer length. The operation of suchsensors and cooperation with the OBCs and other elements of PVs is dealtwith in further detail in sections of this specification below.

In one preferred embodiment, front and rear proximity sensors andmodules (not shown) are provided on the front and rear of each PV.Continuous data defining the distance between successive vehicles asgathered by such sensors is utilized by OBC's of each PV to controlspeed of each PV according to an ideal and constant separation value,and to cooperate with the Master computer system in placing PVs, andmaintaining their presence, in virtual PV packets as introduced above.This system will also be described in further detail below.

In another embodiment, front and rear sensors are not required becauseside proximity sensors may be utilized to provide PV speed and positionrelative to standard positions on the controlled roadway. Suchinformation taken this way may be relayed to a local or Master computerstation, analyzed, and then sent back to individual OBC's in respectivevehicles as commands for speed adjustment requirements. In someembodiments PV-to-PV

It will be apparent to one with skill in the art that actual structuralfeatures may be added or subtracted from roadway section 13 withoutdeparting from the spirit and scope of the present invention such as inthe addition of stop lanes, access passageways, and so on. The invertedtriangular design of cross-members 23 and their close proximate spacingprovide ample means for adding additional structural features to theroadway.

In a preferred embodiment of the present invention, stations areprovided at strategic locations along any given PTS route whether urban,suburban or rural. Each station is adapted to allow commuters to safelyembark and disembark from PTS 11. An example of one such station isprovided below.

Embarking and Disembarking Stations

FIG. 3 is an exemplary overhead view of an embarking-disembarkingstation 49 of PTS 11 according to an embodiment of the presentinvention. Station 49 is exemplary of an embarking/disembarking pointfor commuters entering and exiting PTS 11. Station 49 may vary inarchitecture and functions as required to facilitate particular areasalong PTS 11. For example, if station 49 is in an urban area,architecture and facilities will serve those needs. If station 49 is ina rural area, then architecture and facilities may be significantly lesscomplex than shown in FIG. 3 in accordance to rural needs. It can beassumed that in this particular example, station 49 is a full-servicestation. Station 49 has a plurality of lanes dedicated to connectingcommuters to various facilities, junctions to normal roadways, points ofentrance, points of departure, and so on.

The controlled roadway, now defined as a connected plurality ofpreviously-described elevated roadway sections 13, comprises two maintraveling lanes 54 and 56 in this embodiment, one for each direction oftravel on the PTS. Commuter travel in this example is bi-directional. Inother instances, there may be fewer or more lanes as required to servicean area or region. Lane 54 has an exit loop 51 a located at the site ofstation 49 which is adapted to allow commuters to exit PTS 11 and tocontinue on surface roads and streets to nearby destination locationsand so on. The intersection of lane 54 with exit lane 51 a is actuallyoff the figure to the right. Lane 54 also has an entrance loop 53 blocated at station 49 which is adapted to allow commuters to enter PTS11 for remote destination points (typically other stations located neartheir ultimate destinations). Lane 56 has an exit loop 51 b and anentrance loop 53 a, which are adapted as described above with loops 51 aand 53 b.

Commuters wishing to enter PTS 11 may do so by first entering station 49at a convenient staging location such as at entrance 57. Curved entrancearrows proximate to staging location 57 illustrate direction of travelinto station 49. At this point each commuter is manually operating a PVsuch as PV 15 of FIG. 1. In some embodiments a PV diagnostic facility 55is provided as an enclosed structure with through-lanes having baysadapted to perform various vehicle diagnostic routines and verificationroutines associated with commuter authorization to travel on PTS 11. Inthis example there are 5 lanes with each lane having one associated baytypically located inside the structure. Each bay is equipped withidentical diagnostic and service facilities. Commuters simply drivetheir PVs into a lane and through an appropriate bay inside theenclosure, and a wireless communication connection s established betweenthe appropriate bay and each PV OBC.

Diagnostic functions performed by a bay 55 may include but are notlimited to checking PV batteries for integrity, checking tire pressureand wheel alignment, checking status and integrity of proximity sensors,testing OBC steering and speed control capabilities, testing OBCcommunication capabilities, and so on. Typically all of these functionsare checked and monitored by each OBC for a PV, whether the PV is in astation or not. It is only really necessary that the OBC communicate thelatest monitored information to the stations computer system, which isin constant communication with the Master computer system for the PTS.

Another important characteristic is weight of vehicles to be operated onthe PTS. One reason this is important is that vehicles must be able toaccelerate at a rate that provides for safe operation of a PTS roadway,such as to gain speed in a short span to match on entry with movingvehicles on the roadway. Another reason is that vehicles that are tooheavy may pose a hazard for the roadway itself, and for peripheralequipment. Typically an upper weight limit must be enforced, because,even if the power of a vehicle is up to par, the ability of the vehicleto operate successfully and safely on the PTS roadway may be seriouslyaffected by weight. It is the power-to-weight ratio that is critical. Tobe sure that vehicles are not too heavy, a weighing mechanism may beoperable at a bay 55, or at other entry locations, similar in somerespects to stations used in many states to weigh trucks. Ideally,vehicles will be pre-authorized to use the PTS, based on manycharacteristics as described in detail in this specification. This isnot to say, however, that all vehicles will be exactly alike. There maysome multi-passenger vehicles, such as vehicle 17 shown in FIG. 1 anddescribed briefly above, as well as smaller personal vehicles, such asvehicles 15. Further, there may be other vehicles of different style andbase (unloaded) weight that qualify to be operated on the PTS.

In some embodiments, where different sorts of vehicles may be used, thesystem may ascertain at bay 55 (or other location) by query to the OBCfor example, the type of vehicle, and the system will know from the typewhat the base weight is supposed to be. In many embodiments vehicles areregistered on the system, and a query to the OBC can determine all ofthe characteristics of the registered vehicle. Because these vehiclesmay be operated off the PTS on surface streets, and be used for variouspurposes, it stands to reason as well that users may carry luggage andother paraphernalia, and different people may load their vehiclesdifferently. Still, all loose objects must be carried inside thevehicle. Therefore, the gross weight of the vehicle may not reliably bedetermined by the OBC, so a weigh station in conjunction with bay 55 isappropriate.

In some cases supplemental weigh stations may be employed at differentplaces than before entrance ramps. Weighing stations may be built intocertain sections of roadway on the PTS, for example, to double check theweight of vehicles traveling on the PTS, because any added weight mayaffect the ability of a vehicle to accelerate sufficiently to operatesafely on the PTS.

Further to the above, although bay 55 is shown in FIG. 3 as having arelatively short dimension in the direction of travel of incomingvehicles, in some other embodiments the bay, or evaluation station, mayhave a considerable length, to be able, for example, to directly testthe ability of a vehicle to accelerate sufficiently to operate safely onthe PTS system. This ability to accelerate at a certain minimum levelmay be surmised from power and weight measurements, but to be absolutelysure a direct acceleration test may be desirable in some cases. In sucha test each vehicle is checked to verify time and distance to come up tospeed with a know weight, and results are recorded. Also, in someembodiments the Master Computer, and in some cases the OBCs in thevehicles may keep a comprehensive history of tests. Such a historymight, for example, indicate a deteriorating ability to accelerate orbrake or steer, and may therefore be useful in forecasting repairprocedures and periods for individual vehicles.

By checking each vehicle as it comes into a station for access to thePTS, it is assured that no unstable vehicles are allowed to enter PTS11. Verification of driver fitness and authorization may be done as welland may include, but is not limited to, verifying driver identification,verifying destination, securing payment for travel, checking driveralertness or medical status, security check for contraband, and so on.

In an alternative preferred embodiment of the present invention it isnot necessary to encumber stations with the vehicle checks.Alternatively PVs and their OBCs are in constant wireless communicationwith the PTS Master computer system, and all PVs that might be eligiblefor travel on the PTS. In this system each PV is known to the Mastercomputer system by a unique identifier, and each PV is constantlytracked, so all necessary information is known to the Master system. Insuch a system, as is further described below, commuters may alsocommunicate travel plans to the PTS system ahead of time, make paymentsand the like, and the Master system considers all PVs at all times,whether the PVS are in the PTS system or not. There are many advantagesto this comprehensive system.

In a preferred embodiment of the present invention PVs travel on thecontrolled roadway under power only from their on-board potential energysources, without power derived from the roadway. This provides for theleast complicated architecture for the roadway itself. In thisembodiment PVs are monitored and checked at entrance or at some neartime prior to entrance for the energy state of the on-board potentialenergy source, such as a battery for an EV, against user-provideddestination information. Adequate power capability with a safety marginis required for authorization to enter.

Medical checks may be made for commuters as well, such as intoxicationtests, blood pressure or heart condition checks, history of phobias, andso on. For example, a driver with a phobia of bridges or heights may beadvised not to travel on PTS 11. A person found to be inebriated mightbe banned from travel on PTS 11. High-risk individuals for heart attackor stroke may be advised before traveling and so on. Security checks mayinclude checking for pets, explosives, weapons, or other commoncontraband. In a preferred embodiment, records are kept on the Mastercomputer for any and all data important to function and safety for thePTS.

In station 49, after being cleared for entrance, commuters are directedto one of a plurality of staging lanes 59 a-e. Staging lanes 59 a-e areadapted to accept individual PVs destined for a same station or generaldestination location. In this way, a group of PVs comprising multiplePVs destined for a same location may be caused to travel in closeproximity to one another such that they may exit together at a nextcommon or destination station. This is preferred as a means formaximizing energy efficiency for travel on PTS 11. A traveling group ofPVs may be construed simply as more than one PV. The number of PVstraveling in any one group will vary according to congestive status ofPTS 11 as a whole. For example, at odd hours not associated with regularcommuting times, single PVs may be allowed to enter PTS 11 and travelwithout being associated with a group.

Upon entrance to the station, after maintenance and other checks, manualcontrol of PVs is passed over to computer control from PTS 11. Nowindividual OBC's associated with each PV are in constant communicationwith a local computer control station 70 that interfaces with a MasterPTS computer system. According to information transmitted from localcomputer station 70 and destination parameters associated with eachpacket of PVs, individual groups of PVs are caused to embark to theirdestinations in unison maintaining a constant speed and spacing betweeneach PV in the line. For example, local computer station 70 knows thepositioning and time of arrival of any through-groups of PVs travelingon lanes 56 or 54. A command for one of lines 59 a-e arrives at suchtiming when it is known that the line may enter its designated lanesafely.

As a group from lanes 59 a-e is released for entrance, it travelsaccording to the directional arrow shown on lane 60 through a turnstile65. Turnstile 65 is adapted to direct a group of PVs to an appropriateentrance lane for either lane 56 or 54 as illustrated by directionalarrows. For example, if a group is designated for entrance to lane 56,then it enters lane 56 by way of entrance loop 53 a and merges in withpassing traffic at the appropriate and constant speed of travel on PTS11. Similarly, if a group is designated to travel on lane 54, thenturnstile 65 is switched to allow entrance to lane 54 by way of entranceloop 53 b.

In one embodiment, one of lanes 59 a-e is designated to accept PVshaving problems or having unauthorized PVs or unfit drivers. When such aline reaches turnstile 65, it is directed or switched to an internalaccess loop 61 that is adapted to direct such vehicles into amaintenance facility 63 wherein problem resolution services may beperformed. If successful problem resolution is reached, an approved PVmay exit facility 63 on loop 61 and re-enter turnstile 65 where it maybe integrated into an appropriate next group of PVs headed for a samedestination.

If for some reason a problem cannot be resolved, an additional returnlane (not shown) may be provided and adapted to return such PVs back toentrance location 57 where they may undergo additional diagnostics atstation 55, or perhaps, be swapped with an approved PV from a fleet ofsuch vehicles that may be kept at station 49. If a PV cannot becontrolled by PTS 11 because of an OBC failure, then it may not beallowed to enter any of lanes 59 a-e. In this case, it may be redirectedfrom station 55 to a parking area or to building 63 via alternate lanes(not shown). In a simple alternative, PVs failing one or more entrancerequirement receive an electronic report card detailing the reason forrejection, and a recommendation for correction for future attempts atuse of a PTS, and are then switched off the system and back onto thesurface streets. There are many variable possibilities.

PV s traveling on PTS 11 need not enter station 49 when exiting lanes 54and 56. A suitable exit lane 71 is provided for all exiting PVs. Forexample, a line of PVs exiting from lane 54 will use exit loop 51 a andaccess exit lane 71 at a suitable merge location. PVs exiting lane 56use exit loop 51 b and merge onto lane 71 at the same merge location. AsPV s decelerate and merge onto lane 71, they are directed to one oflanes 72 a-e according to known ultimate destination locations obtainedwhen they entered PTS 11 from another station. Lanes 72 a-e representpassageways to local streets or roadways or freeway access roads leadingto appropriate ultimate destinations. While PV s are in lanes 72 a-e,manual operation for each PV is restored to the driver allowing thedriver to assume control and to continue on to a final destination.

In one embodiment, a suitable parking structure represented by dottedarea 69 may be provided with entrance and exit lanes for commuters whowork within walking distance of station 49. Parking structure 69 may beas simple as an open parking lot, or as complex as a multi-story-parkinggarage. In the latter case, structure 69 may include facilities at eachparking stall for re-charging PV batteries, in the case of EVs or hybridvehicles for a return trip, or refueling for internal-combustion-poweredPVs, and other apparatus such as overhead storage monorails for veryefficient storage. In this way, commuters may return to a fully ready PVready for a return commute, and PVs may be readily found as needed.

It will be apparent to one with skill in the art that a variety oflanes, facilities and other support architecture may be utilized in astation such as station 49 without departing from the spirit and scopeof the present invention. For example, additional diagnostic andmaintenance facilities may be provided for multi-passenger PVs such asPV 17 of FIG. 1. Also, though not shown in FIG. 3, curved accelerationand deceleration ramps may be of fishook design, such that centripetalforce effects are maintained at a constant value as vehicles are causedto accelerate and decelerate.

In one embodiment, PVs such as PV 17 may be intermingled with PVs suchas PV 15 for traveling in lines with perhaps the multi-passenger PVbeing the lead vehicle. In still another embodiment, PVs such as PV 15of FIG. 1 are kept at station 49, and may be used by passengers whofirst park their gas powered vehicles in a designated area at a stationsuch as station 49, and so on. In a preferred embodiment, however, PVssuch as PV 15 of FIG. 1 are dual-mode vehicles either owned or leased byindividual commuters. The purchase or lease of such vehicles may insureunlimited ridership on PTS 11 while infrequent commuters must usemulti-passenger vehicles such as PV 17 of FIG. 1.

FIG. 4 is an elevation view of a PV 15 of FIG. 1, implemented as an EVwith an on board computer (OBC) 73 and other components according to anembodiment of the present invention. PV 15 is, as previously described,a dual-mode vehicle, meaning that it may travel in a self-propelled modeon surface streets under manual control by a driver, and on a controlledroadway of PTS 11 (FIG. 1), under control of its OBC and the computersystem of the PTS.

PV 15 in this embodiment has an aerodynamically profiled body that isconstructed from lightweight materials such as fiberglass and durablepolymers. The aerodynamic profile of PV 15 as illustrated here is not tobe construed as a limitation, as many differing designs may be usedwithout departing from the spirit and scope of the present invention,such as those of standard compact vehicles, or new designs. The inventorintends to exemplify the profile of PV 15 as just one possibleaerodynamic profile that may be compatible with PTS 11.

Frame components may be manufactured of durable metal such as steel.Other suitable materials known in the art may be used for theconstruction of PV 15 as long as they are durable and lightweight. PV 15rides on wheels 75, which are, in preferred embodiments, rubberizedtires mounted on suitable wheel rims as is known with standardautomobiles.

Access doors 77 in this embodiment open in an upward manner similar toknown gull-wing doors on some standard automobiles. A hinge area 79 isprovided and adapted to facilitate gull-wing style doors 77. Doors 77are used as a matter of convenience only. Sliding or conventional doorsmay be used instead. In barrier lanes where room is limited on eitherside of PV 15, gull wing or sliding doors may prove more practical.

A plurality of rechargeable batteries 87 (labeled BAT) make up thepotential power source of PV 15 as an EV. All suitable battery types andsizes as known in the art may be considered for use. Batteries 87 aremounted inside PV 15 in a convenient and unobtrusive space such as underthe floorboards, or in a provided compartment adapted for the purpose,as is known in existing EV designs. Batteries power one or more electricmotors (not shown) used to drive axles to power wheels of PV 15.Batteries 87 also provide power for illumination systems such as headand taillights dash lights, turn signals and interior lights as well ascommunication and entertainment systems such as a CD stereo or audiosystem, and additionally OBC 73.

OBC 73 provides control over all on-board systems including but notlimited to, proximity sensors such as sensors 35 a and 35 b of FIG. 2,speed control systems, steering control systems, and other componentsrequired to operate and guide PV 15. OBC 73 provides a number offunctions, including a means for PV 15 to be operated by a Mastercomputer system as communicated thereto either directly, or by acollaborating local computer station such as station 70 of FIG. 3.

PV 15 in this embodiment is typically designed to carry two individuals,a driver and a passenger. However, in some embodiments PV 15 may carryonly one or perhaps up to four or more persons. A cargo area 85 isprovided in this example for stowing briefcases, jackets, and otherpersonal items that are typically carried by commuters. Bucket seatssuch as seat 89 are provided to be able to recline for driver andpassenger relaxation during a commute on PTS 11. In alternativeembodiments, bench seats may be provided.

In still another embodiment, a cargo area such as area 85 may beenlarged and the number of passengers restricted to one driver such asmight be the case of a courier or delivery situation. It is alsoconceivable that while PV 15 is active on PTS 11 only cargo will be onboard as a driver is not required to operate PV 15 when control is bycomputer system. There are many such possibilities.

As previously described, dual proximity sensors (35 b illustrated here)communicate with lane barriers or embedded modules such as centerdivider 34, guide barriers 36 and side barriers 43 (see FIG. 2).Suitable control lines link sensors and other computer-controlled systemcomponents (not shown) to OBC 73.

In some embodiments a physical coupling system is provided and adaptedto allow PVs such as PV 15 to be coupled and de-coupled while travelingon PTS 11 or at any other time. The coupling apparatus consists of amechanized engaging member 83 a illustrated as retracted within thefront portion of PV 15 behind a front bumper 85 a. A hydraulic system 81in this embodiment is provided and adapted to enable the extension ofmember 83 a. In other embodiments, other means of mechanization may beprovided instead of hydraulic actuation.

At the rear portion of PV 15, a coupling receptacle 83 b is provided andadapted to accept an extended engagement member such as member 83 a. Inthis way, physical coupling can be achieved with multiple PVs in a line.A coupling system such as the one described above may be achieved in avariety of ways with varied mechanization schemes. A coupling system asdescribed above is useful in a number of situations. Coupling with andtowing a disabled PV, linking lines of PVs in case of a problem with theroadway. As previously described above, PVs such as PV 15 of FIG. 4 arecontrolled by a PTS computer system while traveling on PTS 11.

FIG. 5 is a block diagram illustrating a PTS computer-control systemaccording to an embodiment of the present invention. The PTS controlsystem comprises a Master computer system station 95, and a plurality oflocally distributed computerized stations 87, 89, 91 and 93. In apreferred embodiment, the overall system uses a wireless digital mode ofcommunication suitable for transmitting data using a high bandwidth. Thewireless network is illustrated by network cloud 97. Computer stations89 are, in many instances, located at access stations of PTS, but thisis not a requirement or limitation in the invention.

Master computer station 95 may comprise a plurality of powerfulconnected computers or a single larger and more powerful computercapable of sending and receiving data between local stations 87-93simultaneously, and of executing a tracking and operating system for PTS11. Master station 95 keeps track of all activity occurring on PTS 11,and in some embodiments also keeps track of PVs off the PTS that areeligible to use PTS 11. Accounts are maintained as well for commuterssubscribed to and authorized to use PTS 11, and the commuter'sassociation with eligible PVs.

Current status for each local area or portion of PTS 11 is tracked andreported to Master station 95 by local computer stations 87-93 alsoreferred to as slave stations. Slave stations 87-93 are analogous tocomputer station 70 of FIG. 3. It may be assumed that there is anembarking/disembarking station such as station 49 of FIG. 3 associatedwith each slave computer station, although this is not a requirement.

Each slave station 87-93 in this embodiment has an area of controlassociated with its immediate vicinity along PTS 11. Overlapping dottedellipses represent these areas. Proximity sensor information frompreviously described modules, such as, for example, modules 37 a and 37b (FIG. 2) distributed along the controlled roadway of PTS 11, reportinformation to each local slave station. This information iscontinuously transmitted to Master station 95 enabling a completereal-time overview of traffic activity over the entire infrastructure ofPTS 11.

As previously briefly described, the Master computer station envisionsthe overall dynamic system as moving virtual spaces (PV packets) on acontinuous basis. The number of such moving spaces is a function of thesize and capacity of the PTS. The Master system moves the virtual PVpackets at a constant speed throughout the controlled roadway system,and knows at all times the position of each space. As spaces aremanipulated in the system to traverse the system at a constant speed,the Master system can anticipate (forecast) the position of each spaceat any point in time.

Each PV packet moving in the system is logged by the Master system asoccupied or not occupied by a PV at any instant in time. For example,the Master system forecasts a coming unoccupied space or group of spaceswhen a PV or packet of PVs is ready to enter the controlled roadway. Theready PV or packet is then controlled to coincide with the forecastedspace or group of spaces, and at juncture, the virtual packets arelogged by the system as occupied.

In response to logged and forecasted information (constantly checked andvalidated) main station 95 sends commands to individual OBC's eitherdirectly, or through associated slave stations. The commands to OBC'swill mainly focus on cooperation with proximity sensing systems toorchestrate entry and exit to and from the PTS. A unique switchingsystem and process is described below for switching PVs at junctions.Other commands and communication may include instructions for linkingPVs together, informing passengers of current status in route, and soon.

In one embodiment, computer operators (not shown) are provided atstation 95 as observers similar in some respects to air trafficcontrollers. Such operators may, in some instances, have overridecontrol capabilities that may be exerted in case of an emergency such asa failure on a portion of the system. As an example of such a situation,consider that a portion of PTS 11 in-between stations 89 and 93 hasfailed due to damage or excessive debris caused by a catastrophicweather event. Operators at station 95 would be able to cause alltraffic to exit PTS 11 at stations 89 and at stations 93 whereupon suchtraffic may then travel on normal roadways to an undamaged area of PTS11 and re-enter the system.

In one embodiment, a Master station such as station 95 may communicateand collaborate with a separate PTS system having a separate Mastercontrol station. This capability is illustrated in the embodiment bysatellite 99 and associated communication icons. In this way, PVs may beadvised prior to entering a PTS system such as system 11 that anothernearby system has less traffic or wait time to enter.

Mobile-Aid Apparatus and Methods

One of the advantageous features in embodiments of the present inventionis that all systems are kept as simple as possible. The controlledroadway, for example, has no apparatus for providing power to vehicles,or for charging vehicle batteries or refueling vehicles. There need notbe, therefore, expensive and fragile electrical system integrated withthe roadway. The roadway itself is a simple assembly of passive pathsover which PVs may operate. Similarly there need not be elaborateswitching systems because the vehicles not only travel under their ownpower, but also under their own steering systems.

In this philosophy each PV is expected to come onto a controlled roadwaywith more than adequate potential energy to complete a pre-determinedtrip. In the case of EVs, for example, the potential energy is thecharge of the on-board batteries that power the PV. In the case ofinternal combustion power plants, the potential energy is the fuel loadat the start of a trip. As described elsewhere in this specification,this means checks must be put in place to determine the potential energyresources of each PV entering the system.

The inventors recognize that there is a tradeoff in the simplephilosophy adopted for embodiments of the present invention. To keep theroadway as simple as possible the range of PVs traveling on the roadwaywill be restricted, perhaps effecting overall applicability of thesystem. The inventors recognize as well, that the greatest impediment toforward travel for most vehicles, whether on a surface street or acontrolled roadway such as proposed herein, is air friction. A greatamount of energy is expended accelerating a vehicle to cruise speed, butonce the speed is attained, the greater part of energy requirement is tomaintain the speed against air resistance. Friction is a lesserretarding factor. Therefore, knowing that PVs traveling together inclose proximity may create mutual draft, the total energy requirementfor each V may be reduced by causing the PVs to travel in closeproximity. There are also other ways the energy requirement may bereduced.

FIG. 2B is a cross-section similar to that of FIG. 2A, showing coverings14 and 16 over each oppositely directed lane. These coverings do notrender the structure more complex, as they are also essentially passive,but provide in such embodiments several advantages. One is simply thatrain, snow and sleet, and also unwanted debris, is kept off thecontrolled roadway. Another is that the air in each thus-created tube,will tend to keep moving in the direction of the travel of PVs andgroups of PVs, thereby reducing the energy requirement for a PV to makea particular trip. Once the air is moving in one direction, it will tendto keep moving in that direction, and there will relatively less airfriction for PVs traveling in the system.

In another embodiment air pumps (illustrated by element 18) are providedat intervals along the controlled roadway for the purpose of injectingair into the tube to move the body of air in the enclosed tubeway in thedirection of the moving PVs, further reducing the potential energyrequirement for each PV to make a trip. In alternative embodiments suchair pumps may be mounted in different places, on the surface away fromthe structure, or within tube 19. A skilled artisan will understand thatmoving air may be applied in a variety of different ways. Also, airmovement may be promoted by pumps providing partial vacuum as well asforced air.

Personal Vehicle

Referring again to FIG. 4 of this specification, PV 15 is described as aself-powered, dual-mode vehicle, which may be of a standard or newdesign. The embodiment of FIG. 4 shows PV 15 as a dual-mode electricvehicle (EV) with the term dual-mode referring to two methods of vehiclecontrol (user control and system control). The power source for PV 15 asexemplified in FIG. 4 is rechargeable batteries.

In other aspects of the present invention, a potential power source forPV 15 other than electricity may be provided without departing from thespirit and scope of the present invention. Some other possible powersources include, but are not limited to, combustible liquid fuel,combustible dry fuel, solar-sourced electricity, or the like. Internalengine components would of course be compatible to the type of powersource implemented. Dual-mode power sources are also possible. Forexample, PV 15 may use liquid fuel when traveling off of PTS 11 whileusing electricity when traveling on PTS 11. In another embodiment PV 15runs on menthol fuel both on and off the PTS system. There are manyalternative possibilities. The advantages of and features of theinvention are not limited to one type of power for a PV.

PV 15 of FIG. 4 is approximately 10′-long×5′ wide in an exemplaryembodiment. The dimensions cited are not to be construed as alimitation, but only as preferred size for obtaining an optimal “trafficload” on PTS 11 without sacrificing commuter comfort. Many differingdesigns may be used for PV 15 as previously described. In FIG. 4, thedesign is similar to a well-known mini-wagon. If a longer vehicle suchas PV 17 of FIG. 1 is used, preferably, it is used in integration withcompact passenger PVs such as PV 15.

In a preferred embodiment, the construction of each PV is standardizedsuch that many different manufacturers may produce such vehicles in acompetitive fashion, and all may be used on a PTS according toembodiments of the present invention. As a result, differing designs maybe manufactured for PTS 11 as long as dimensional and functionalrequirements are met for traveling on the system.

Vehicle On-Board Computer (OBC)

Every PV such as PV 15 described above, is equipped with an OBC such asOBC 73 of FIG. 4. In a preferred embodiment, complete control of PV 15may be transferred to PTS 11 while the vehicle is engaged on thecontrolled roadway of PTS 11. An exemplary OBC system is described inenabling detail below.

FIG. 6 is a block diagram of OBC 73 of FIG. 4 illustrating variousrequired and optional components. OBC 73 is a relatively powerful anddedicated computer system for controlling various PV systems andcommunicating with main computer stations such as with previouslydescribed slave stations (FIG. 5, elements 87-89) and a Master station(FIG. 5, element 95), which oversees the entire PTS system. A preferredmethod of communication for OBC 73 is a high bandwidth-capable wirelessdata-packet network illustrated as network 97 of FIG. 5.

Each OBC such as OBC 73 has its own network address as is known in theart of wireless and other forms of network communication. Each addressis a unique identifier, and also identifies the PV carrying the OBC. OBC73 has a system bios 103, a CPU 105, and at least one suitable memorymodule 107. System bios 103 provides system boot capability and loadsvarious required routines to CPU 105 and memory module 107. Suchroutines may include a pre-boot test of OBC components, operating systemloading, and other known routines common with computer systems. CPU 105has a processing speed suitable for the dedicated operations of OBC 73.CPU 105 must be fast enough to enable multitasked continual routinesperformed by OBC 73 such as steering, speed adjustment, proximitysensing and reporting, and the like. Recent developments in processingcapability will provide processors with speeds up to 1000 MHz to beimplemented in computer systems within a short time frame.

CPU 105 provides system commands in a multitasking environment such thatmany functions may be performed simultaneously as required duringoperation of PV 15. Memory module 107 holds software programs, such as aunique PTS operating system, temporary cached instructions, and otherrequired data. Memory types may be any suitable mix of volatile andnon-volatile memory including RAM, ROM, Flash memory, and so on.

In one embodiment, some memory may be provided in removable units suchas a PC memory card. In this case, such cards may be removed from OBC 73when not in use and plugged into a desk-top computer or other facilityfor the purpose of adding programming instruction, reporting status,upgrading functionality, and so on. In this way, certain instructionsand intentions may be communicated to PTS 11 via a desktop computer withan Internet connection, or perhaps, via an accessible network-connectedcomputer terminal adapted to communicate with such cards. Such acomputer terminal may simply be located at an embarking location such asstation 49 of FIG. 3, or alternatively, at any convenient publiclocation such as an airport, job site, or other public locations. Inthis way, travel requests and the like may be pre-ordered and storedsuch that when PV 15 arrives at a station such as station 49 of FIG. 3,travel parameters and authorization parameters are already approved andonly diagnostic functions related to mechanical integrity and the likeneed be performed.

In other embodiments the relationship between OBCs 73 for all PVs andthe Master computer system is such that the Master maintains a real-timestatus on every PV qualified to use the controlled roadway(s) controlledby the Master system. In this architecture communication between Mastersystem and OBCs is wireless through a leased or dedicated cell network,preferably of a data-packet nature. For this architecture OBCs foractive PVs are preferably never turned off, but rather put into a sleepmode. The Master system may wake up any OBC within its communicationrange, and update data and functions with that OBC. In this architecturethe Master system on a scheduled basis accesses records maintained byeach OBC for each PV, and updates its own database as to, for example,suitability of a PV for authorization to enter a controlled roadwaythrough an access station. More detail of the overall computer systemnature for such an architecture is provided below.

In another aspect, also described in more detail below, not only isevery PV through an OBC in frequent communication with the Mastersystem, whether on a controlled roadway or not, but the Master, throughan Internet site, also provides a WEB interface for commuters tointeract using a desk-top computer, a laptop, or other Internet-capableappliance such as a personal organizer. In this system, also describedin more detail below, a commuter may log a next day's access and travelplans for a controlled roadway on a previous evening, or in the morningbefore leaving for work or on another trip, by interfacing with apersonalized WEB page maintained and managed by the Master computersystem. Many other functions may be implemented via such WEB interactionas well, and, again, more detail is provided below in another section.

More on Preplanning and Scheduling

As described above, in a comprehensive system wherein a commuter can loginto a web site managed by functions of the Master Computer system ofthe PTS system, and schedule access to the system at certain futuretimes, there may well be a number of alternatives to be considered insuch scheduling and planning. For example, in some cases the PTS willnot be just a single-loop system, as is described in many examples ofthe present specification, but may be an interwoven and inter-relatedsystem of several loops and roadways. In one macro sense, the entirenation may have local and regional PTS systems, many or all related andinterconnected, and managed by a large central Master Computer system.

In situations where there are a number of choices, as partly describedabove, the process of a single commuter scheduling future access to thesystem may become relatively complicated. As a starting point, acommuter would log in to a site managed by the overall system computer,and enter a desired travel itinerary. The commuter may wish, forexample, to access the system in Santa Cruz, Ca. for a trip the nextmorning to Yosemite National park, with a return planned for three dayshence. This interface and the operation as well, may be similar to aperson making reservations for a flight to a certain destination andreturn (round trip).

Once the commuter has signaled the travel plans, the system ascertainsthe alternatives available, such as alternative PTS roadways that mightbe accessed and used, and congestion issues and the like. The system ispre-programmed to provide as convenient as possible future operations tomaintain a high standard of safety, for example; so the system willselect an itinerary, including entrance ramp locations, times of day foraccess, estimated arrival times, etc., and will provide the alternativesto the requesting party in order of best fit for the system and thecommuter. This will be an iterated negotiation, allowing the commuter toask questions, make selections, and provide final approval, much as onedoes in making flight arrangements. In some cases the location of theuser's vehicle will be important, and for this purpose vehicles may beenabled for GPS, so the system may use the GPS coordinates innegotiations and plans, and to, for example, guide vehicles to entrylocations, and the system can update available cells as vehicles proceedon surface roads.

Once the commuter and the system reach agreement, the system logs thenewly approved plan, updates its records and expected conditions, andmakes reservations at the entrance/exit facility for the commuter, thesearrangements also including data regarding the vehicle to be used by theexpected commuter. Of course, such plans and reservations are subject tochange, and the commuter may want to change his plans at some timebefore execution, and in some cases the system may have to makeadjustments as well, and inform the commuter that the particular plancannot be fulfilled, and make alternative itinerary for approval.

Referring now back to FIG. 6, OBC 73 has a communication module 111 thatis adapted to enable communication according to appropriate protocolwith local slave computers such as at station 70 of FIG. 3 and/or with aMaster computer such as computer system 95 of FIG. 5. Module 111 has allthe required circuitry and uses appropriate software programs necessaryfor such communication. Integration with elements of a cellulartelephone system may, for example be used to provide wirelesscommunication. In this case, as briefly described above, the wirelesssystem is preferably a wireless packet data system, which allowsreal-time communication between many different locations, such as is thecase with a large number of PVs having OBCs together with a Mastersystem and a number of local slave systems.

An internal bus structure 113 is provided and adapted to link alldigital components and systems to CPU 105 and other required internalcomponents. Bus structure 113 may be any type of suitable bus structurecapable of relaying all communications according to appropriateprotocol, and in preferred embodiments is an industry standard bus ofone of several known types. There are many types of suitable busstructures known in the art and suitable for the purposes of the presentinvention as one with skill in the art will readily appreciate.

OBC 73 uses a plurality of input/output interface modules to enable datatransfer and communication to and from various external systems andcomponents. Each of these components is described separately below;however, several such components may be grouped to a single I/O modulewithout departing from the spirit and scope of the present invention.The inventor chooses to isolate (one I/O to one component) variouscomponents for illustrative purposes only.

A braking system (B/S) module 115 is connected to bus 113 and providesI/O communication means from OBC 73 to a PV breaking system (not shown).A braking system for PV 15 may use hydraulic technology or other knownmechanical means. In computer-controlled operation CPU, executingsuitable code, operates the PV braking system, and while the PV is undercontrol of a commuter on such as surface roadways away from thecontrolled roadway(s), the braking system will be under control of thecommuter/driver, as in any other such independently powered and operatedvehicle. Such dual control capability allows each PV to e manuallycontrolled under certain circumstances by a commuter, and to beappropriately directed by the Master computer system while engaged witha controlled roadway.

A velocity control system (V/S) module 117 is connected to bus 113 andprovides an I/O communication means from OBC 73 to a PV velocity controlsystem. A velocity control system for PV 15 will vary in implementationdepending upon the nature of the power source and drive mechanisms.Again the nature of the control is dual, either computer or manual, butnever both.

A PV implemented as an EV and powered by batteries such as isillustrated herein and in FIG. 4 will use a variable power distributionsystem to control the amount of power to an electric drive mechanism inorder to affect acceleration and deceleration. Such control systems areknown in the art and therefore are not described in detail in thisspecification. Such velocity control may also be used for braking,precluding need for a separate braking system in some cases.

A steering-control system (S/S) module 119 is connected to bus 113 andprovides an I/O communication means from OBC 73 to a PV steering controlsystem. A steering system for PV 15 may consist of a modifiedpower-steering mechanism that may be actuated by OBC 73 in order toaffect slight adjustments in steering. Power-steering mechanisms arewell known in the vehicle industry and may be suitably modified withavailable components to accept automated robotic control.

A coupling-system (C/S) module 121 is connected to bus 113 and providesan I/O communication means from OBC 73 to a PV coupling control system.A physical coupling system for PV 15 may be provided as described inFIG. 4. Elements of a coupling system may include an extendibleengagement-member (FIG. 4, 83 a), a coupling receptacle (FIG. 4, 83 b),and a hydraulic system for extension and retraction (FIG. 4, 81). Moredetail regarding a PV coupling system such as the one described in FIG.4 is provided later in this specification.

An electrical system (E/S) module 123 is connected to bus 113 andprovides an I/O communication means from OBC 73 to various PV electricalsystems (not shown). Such systems may include but are not limited toheadlights, taillights, turn lights, emergency flashers, interiorlights, etc. Other electrical systems may include entertainment systemssuch as CD-stereo components, air-conditioning/heating systems, and soon.

A proximity-sensor system (PR/S) module 125 is connected to bus 113 andprovides an I/O communication means from OBC 73 to various installedproximity sensors such as sensors 35 b of FIG. 4. In FIG. 4, proximitysensors 35 b are illustrated as installed on the side of PV 15, and areadapted to communicate with roadway barriers or proximity modules asdescribed in FIG. 4. However, sensors may also be provided for sensingdistance between a first PV and other PVs ahead and behind. Sensors mayalso be provided and adapted to sense position on the roadway as relatedto wheel-travel surfaces and grated portions of the roadway. Input datareceived from various proximity sensors is used by OBC 73 to formulaterequired output parameters for modules 115, 117 and 119.

In some instances, some proximity data is reported to a Master systemsuch as system 95 of FIG. 5 by local stations such as stations 87-93 ofFIG. 5 while receiving collective input from individual OBCs in acontrol vicinity. Master system 95 may thus keep an overall picture oftraffic positioning on PTS 11 and make further needed adjustments by wayof command back to local stations and then to OBCs, or directly to OBCs.Proximity sensors may use radar, photoelectric, or other means, as areknown in the art. There are, as well, various reporting and correctionschemes possible, some of which will be described later in thisspecification.

Referring back to FIG. 6, a vehicle diagnostic test (VDT) module 133 isconnected to bus 113 and provides an I/O communication means from OBC 73to specially adapted test equipment and diagnostic systems of a PVdiagnostic facility such as facility 55 of FIG. 3. Such equipment maytest wheel alignment, external operating condition of PV systems,current capacity (charge state) of batteries, status of cooling system,and so on. OBC 73 acts as an interface between installed PV systems andsuch diagnostic equipment.

A passenger diagnostic test (PDT) module 131 is connected to bus 113 andprovides an I/O communication means between OBC 73 and any specialinquiry systems and/or automated detection equipment that may be in useat a staging location such as at facility 55. For example, automatedqueries concerning passenger fitness including phobias, currentmedications, and medical conditions, disabilities or the like may betransferred to OBC 73. OBC 73 may already have the required responseinformation stored and may, in most instances, complete the transactionwithout the aid or participation of a passenger. This is especially trueif the passenger is a frequent traveler on PTS 11. An automated devicefor checking any intoxication levels, such as a breath analyzer, may beinstalled as an automated detection device of PV 15. OBC 73 maycommunicate results through module 131. System queries and testsdirected to passenger condition and status are not meant to be anintrusion; rather such conventions help to insure safety on PTS 11.

In one embodiment, a passenger will have to provide some input into aresponse to a medical or fitness query as described above. Apassenger-interface system (PI/S) module 139 is provided and connectedto bus 113. PI/S module 139 is adapted to enable a voice-to-data anddata-to-voice I/O means between a passenger and OBC 73. In this way, apassenger may provide requested information not already stored on OBC 73for use with other systems such as diagnostic systems or query systemsas described above. Moreover, module 139 may be used for emergencyreporting to a slave or Master system. Module 139 uses voice recognitiontechnology known in the art.

Regardless of the communication scheme used between OBCs and a Mastersystem, it is desired that a single master computer system such assystem 95 of FIG. 5 retain a complete real-time knowledge and controlover all traffic existing on PTS 11 at any given moment. Such knowledgeincludes current speed parameters including entrance and exit speeds,merge parameters including knowledge of available merge spacing betweenPVs and PV groups. Other statistics include knowledge of the number ofunits traveling on the system, knowledge of roadway conditions andweather factors, knowledge of ongoing maintenance and any resultingchanges in system operation and performance, and so on.

Power to OBC 73 is supplied by conventional battery means as describedin FIG. 4. A power cut-off (C/O) module 127 is connected to bus 113 andprovides input instruction to OBC 73 to disconnect or reconnect (ifdisconnected) from an external power supply such as batteries. Thisenables OBC 73 to be serviced safely. A technician may access module 127through a switching means (not shown) placed in a convenient locationsuch as under the hood, or from inside PV 15.

Trip-Time Considerations

The person who drives one of the PTS vehicles on surface streets androads, and passengers in such a vehicle, while the vehicle is on thecontrolled roadway accomplishing a planned and controlled trip, because,for example, the system itself is in control, may have concerns aboutproximity of other vehicles, spacing, acceleration, and the like. Forthese and other reasons the inventor provides that PTS vehicles may havewindows that may be darkened, or shades that may be activated, to blockthe driver and passengers from outside distractions. Music may beprovided, internal lighting, telephone systems, video, TV and the like,may all be provided for the driver and passengers to make the trip onthe controlled roadway a pleasant experience.

It will be apparent to one with skill in the art that OBC 73 may beequipped with more or fewer modules of varying function than isillustrated in this embodiment without departing from the spirit andscope of the present invention. It will also be apparent to one withskill in the art that OBC 73 may have different functionality forinteracting with different propulsion systems such as may be evident inPV vehicles using alternate power sources. There are many variablepossibilities.

Referring now back to FIG. 4, PV 15 is described as having a physicalcoupling system adapted to enable PVs to be physically linked togethersuccessively. An exemplary coupling system for PV 15 is detailed below.

Vehicle Coupling System (VCS)

FIG. 7 is an elevation view of a vehicle coupling system (VCS) accordingto an embodiment of the present invention. An exemplary coupling systemcomprises an extendable member 83 a and coupling receptacle 83 b aspreviously described briefly in FIG. 4. In this embodiment, a PV2 isillustrated as presenting member 83 a in a state of extension inpreparation for coupling to a PV1 with the aid of receptacle 83 b. Inthis way, a plurality of PVs may be coupled together in a line or group.Extendable member 83 a is hydraulically operated in a preferredembodiment. However, other means of mechanical extension may also beused.

The extension apparatus comprises at least two members 83 a and 83 barranged as an extensible/collapsible tube as in known in the art, whichmay be extended or contracted hydraulically, mechanically orpneumatically in various embodiments.

Tube 148 has a plurality of retractable coupling extensions 145pivotally mounted to the coupling end. Extensions 145 are, in thisembodiment, spring-loaded and adapted to be partially urged into theinterior of tube 148 upon physical depression thereof such that theiroutside diameter becomes small enough to fit into the cylindrical boreof receptacle 83 b. A mechanical means (not shown) for retractingextensions 145 against the force of loaded springs is also provided sothat de-coupling may be effected.

The formation of extensions 145 at the coupling end of tube 148 assumesa conical shape so that a suitable tolerance variation with respect tothe alignment of member 83 a to receptacle 83 b may be allowable. Member83 a is provided a small amount of flexibility that allows for a slightmisalignment without affecting the coupling process. In this way, PVssuch as PV1 and PV2 need not be perfectly aligned to each other in orderto effect successful coupling. Coupling is achieved as PV2 and PV1 aretraveling in collinear arrangement and suitably aligned (withinallowable tolerance) to each other.

A receptacle housing 153 provides rigid support for receptacle 83 b andretainers 146. Housing 153 may be mounted in a rigid position to theframe of a PV such that the bore of receptacle 83 b is presented at thesame height from the roadway as member 83 a. Housing 153 may becylindrical or rectangular in cross section with a center bore ofreceptacle 83 b extending therein.

A plurality of retainers 146 are located near the rear portion ofreceptacle 83 b and are adapted to accept extensions 145. Extensions 145and associated retainers 146 are rigidly positioned to coexist in thesame spatial arrangement aligned so that no rotation of member 83 a isrequired during coupling. In an alternative embodiment, member 83 a isrotatable in a clockwise or counter clockwise direction. In thisalternative arrangement, extensions 145 may be brought into alignmentwith retainers 146 by rotation. Retainers 146 are formed in the solidmass surrounding the center bore. Spring force urges extensions 145 intoretainers 146 as member 83 a reaches a certain coupling depth into thebore of receptacle 83 b. At this point coupling is achieved and the PVsare locked together. Member 83 a is caused to reach a coupling depth asa combined result of the hydraulic extension of member 83 a and anynecessary deceleration or acceleration on the part of either PV 1 or PV2 during transit.

Hydraulic pump 81 provides a means for extending member 83 a asdescribed in FIG. 4. A control line 149 is provided to enable OBCcontrol of coupling. A power line 151 is provided for connecting pump 81to a power source such as batteries 87 of FIG. 4. A sensor line 155 isprovided and adapted to connect receptacle 83 b to an OBC such as OBC 73in PV1. A suitable sensor or sensors (not shown) is provided at the rearof receptacle 83 b and is adapted to sense when coupling is completedand when de-coupling is completed. There are many sensing methods knownin the art that are suitable for this purpose, such as switch-activatedsensors, or the like.

In a preferred embodiment, coupling during motion or transit is achievedwhile PVs 1 and 2 are traveling at a constant speed at a specifieddistance from each other such that only hydraulic extension of member 83a need be activated to effect successful coupling. Preferably, thedistance between PVs 1 and 2 after coupling is 12″ or less. This aids inmaximizing efficiency related to total traffic load on PTS 11, andsupports a more durable coupling with respect to any side-to-sidemovement by any coupled PV. PVs may, of course, be coupled when one orboth PVs are stationary. Furthermore, many more than two vehicles may becoupled together.

In one embodiment, a means for sharing OBC control between two or morevehicles may be achieved by coupling the vehicles. In this embodimentthere are connectors at each coupling point adapted to link successivecontrol communication lines such that one contiguous control line iscreated whereby control over several vehicles may be designated to oneOBC system. This may be beneficial for controlling coupled groups ofPVs. Similarly, one controlling OBC may designate a constant speed toseveral coupled PVs thus lessening load forces on each PV. Coupling mayalso be used in some embodiments for hauling freight in speciallydesigned PVs adapted for the purpose. Coupling may also be used to towdisabled vehicles, or when an emergency calls for evacuation of PTS 11.

It will be apparent to one with skill in the art that many other designsand mechanical methods for coupling vehicles may be incorporated hereinwithout departing from the spirit and scope of the present invention.The inventor intends the coupling system represented in the aboveembodiments to be exemplary of only one possible variant of multiplepossibilities.

In another embodiment rather than coupling mechanisms, or in conjunctionwith a retractable coupling system, a bumper alignment system,illustrated by FIGS. 16a through 16d may be used. FIG. 16a is a top viewof a rear bumper mechanism 416, for use on the rear of vehicles in thePTS system. Bumper 416 has an indention 417 that is has a circular shapein the horizontal plane. FIG. 16b illustrates a bumper mechanism 419,for use on the front or the back of at least some vehicles in the PTSsystem. Bumper 419 has a protruding element 420, also having a circularshape in the horizontal plane, for engaging indention 417 of bumper 416.

One object of the bumper system illustrated is to facilitate one vehiclepushing another in the case that one of the vehicles is disabled, orsuffering from a power deficiency and incapable of maintainingsufficient speed to stay with the vehicle flow in the system. Anotherobject is to keep vehicles aligned with one another. Such a bumpersystem keeps vehicles aligned and spaced in the event of contact whetherthe contact is inadvertent or intentional.

In such a case one vehicle with a front bumper 419 may engage a vehiclehaving a rear bumper 416, and push the forward vehicle along. Thecircular aspect of the protruding element and the indention is to allowthe two vehicles thus engaged to navigate around corners and curveswhile engaged.

FIG. 16c is a side view of bumper 416 showing the shape of indention 417in the vertical plane. The shape is much more narrow in the verticalplane, because angular misalignment vertically is not necessary ordesirable, and the narrow aspect in the vertical helps to accomplishplanar engagement of the two vehicles. The curved aspect in all planespromotes smooth engagement and disengagement.

FIG. 16d illustrates yet another embodiment of a bumper arrangement foralignment in case of contact, providing for a minimum of front-endprojection. In this embodiment assembly 428 is for the rear of PTSvehicles, and provides a projecting element 429 that is circular atleast in the horizontal plane. Element 429 may be quite similar toelement 420 described above, as a flattened ovoid. Assembly 430 is forthe front of a vehicle, and has a recess 431 which may provide foraccepting element 429 with some clearance, rather than engagement.Engagement in this case is provided by elements 432, which in oneembodiment may be polyurethane or an ultra-high-molecular-weight (UHMW)polymer. Elements 432 are curved as shown so to provide only small areacontact to element 429, and may also be mounted with shock-absorbingmaterial, which may be pneumatic, hydraulic, of elastic material. Theremay be similar engagement bumpers like elements 432 arranged in thevertical plane but not shown. In this embodiment there is a minimum offront-end projection for the system, or none at all. It will be apparentto the skilled artisan that there are many ways such bumper systems maybe implemented, and only a few embodiments have been described herein.One requirement of such a system is that the bumpers be tapered in amanner that allows the contacting vehicles to make a maximum turn in thesystem without interference.

In some cases the bumper system shown may be implemented in a mannerthat the elements may be normally out-of-site, and may be moved intoplace at need.

Computer-Aided Push and Disengage

When a disabled vehicle is discovered, and the Master Computer getsinvolved in resolution of the problems, the Master Computer'scommunication with OBCs in the vehicles on the active roadway isimportant. Consider this scenario: A vehicle becomes disabled, andeither cannot continue, or cannot maintain its position relative to thevirtual spaces. The Master Computer instantly becomes aware, not only ofthe failing vehicle, but also of vehicles behind and in front of thefailing vehicle. Through communication with the surrounding vehicles,vehicles ahead of the failing one may be diverted to exit at the nextavailable off ramp, and the vehicle immediately behind the failingvehicle may be guided to deploy the push-bumper, if necessary, and toengage and push the failing vehicle to the next off ramp. The MasterComputer and/or the On-board computer (OBC) may also control the speedof both engagement and disengagement to gently engage, and to slow thepushing vehicle at the right time, so the failing vehicle may access andclear the exit ramp, without requiring that the pushing vehicle alsoexit. In some cases engage and disengage may be managed without activeparticipation of the Master Computer System. In some cases, the OBCs oftwo or more vehicles may cooperate to accomplish engage and disengagefunctions.

In a further consideration, a similar computer-aided cooperation isprovided for vehicles exiting at an off ramp. In some cases themaster-computer guided provision and spacing of virtual PV packets maybe too close for comfort and safety one vehicle, for example, in aserial line of vehicles, to exit at an off ramp. In such a situation themaster computer has prior knowledge of the schedule for the exitingvehicle, and has ample time to make adjustments to be sure the exitingvehicle has more than enough space to make a safe maneuver. Consider thefollowing example:

One vehicle, having entered the system at a first entrance facility, isscheduled to exit at, for example, exit #9. The schedule is quite full,and the roadway system is being managed with a close spacing of virtualPV packets. Further the one vehicle scheduled to exit at exit #9 is afifth vehicle in a string of twenty occupied PV packets, and istherefore closely following a vehicle in front, and is closely followedby a vehicle just behind.

The fact of the string of twenty occupied PV packets, making a string oftwenty closely-following vehicles, means that there is at least oneempty packet immediately ahead of the lead vehicle in the string oftwenty, and one empty packet just behind the twentieth vehicle in thestring of twenty. The master computer, as any vehicle scheduled to exitapproaches its scheduled exit ramp, executes routines to ascertain allof the local conditions to that vehicle, in this case the string oftwenty with spaces before and after, and selects a program to execute toprovide extra space for the exiting vehicle. In this particular case theMaster Computer may simply readjust the spacing in the string of twentyvehicles, to temporarily eliminate one empty PV packet ahead, or oneempty PV packet behind, or both, causing the four vehicles ahead of theexiting vehicle to move ahead enough to create an empty space ahead ofthe exiting vehicle, and the fifteen vehicles behind the exiting vehicleto fall back enough to create space behind the exiting vehicle. Afterthe one vehicle has safely exited, the Master Computer can cause theremaining nineteen vehicles to reform their standard spacing, updatingthe packet formerly occupied by the exited vehicle to now be designatedin the system as empty.

Proximity Sensing System (PSS)

In a preferred embodiment of the present invention, PVs such as PV 15 ofFIG. 4 navigate with the aid of a proximity sensing system. Eachproximity system is a system comprising sub-systems responsible forgathering and analyzing different classes of data used to adjustseparate functional systems on a PV such as steering and speed.

Referring now to FIG. 2, proximity sensors-sets 35 a and 35 b areillustrated and adapted to communicate in one embodiment with targetmodules 37 a and 37 b that are placed incrementally along the sides andcenter barrier of roadway section 13. In this embodiment, a separatereporting system linked to the roadway modules is responsible forreporting certain parameters to a master control station such as station95 of FIG. 5. Such a reporting system may be such as local controllingcomputer stations 87-93 of FIG. 5. Such reports may contain parameterssuch as PV line location, available space parameters between separatelines of PVs, PV speed and so on. In this embodiment, sensing capabilitymay be attributed to the roadway modules themselves with each modulewired to a central module that reports to a local station. All localstations report to a master station as previously described in FIG. 5.

In another preferred embodiment the proximity sensors are of a sort thatoperate entirely from the PV, capable of sensing proximity and distancefrom proximate surfaces, such as barriers along the controlled roadway.In this embodiment no roadway-mounted modules are needed, therefore nowiring in the roadway for such modules.

The advantage of proximity sensing is that PVs may use proximity data toadjust steering, for example, to maintain lateral position in thecontrolled roadway. Identification and reporting of other parametersassociated with PV position related to the PTS system as a whole or toother PVs, such as available space between PV lines or groups, etc. maybe accomplished by each OBC in cooperation with proximity sensors. Inother embodiments some functions, such as absolute position of a PVrelative to the controlled roadway may be delegated to the roadwaysystem and local control stations. Reports in this instance are createdas traffic passes sets of roadway sensing and reporting modules in realtime. By using this type of proximity sensing system, the speed of PVsor PV lines does not necessarily have to remain constant as continuousreporting to a master computer provides an overall view of activity onPTS 11. Commands from the master computer to individual OBCs, such as toadjust individual speeds take into account collective data related toother PVs in the vicinity such that appropriate adjustments may beeffected.

In one embodiment reflectors and the like are placed incrementally anddistributed along roadway 13 such that sensors 35 a and 35 b may. Inaddition to range, gauge speed and longitudinal position along PTS 11,perhaps using a photoelectric technology incorporated in addition toradar range detection technology. This will allow passing PVs todetermine their own speed and absolute position along PTS 11, as well asdistance between lateral barriers for automatic steering.

In one preferred embodiment the master computer maintains a distributedmap of the controlled roadways and logically moves virtual spaces at aconstant speed and standard spacing. The virtual spaces in thisspecification are termed PV packets. Each virtual PV packet has anidentification number and a standard size, derived from the standardsize of PVs accommodated by the system. The Master computer movesvirtual packets at a constant and standard speed in the system, which,in examples in this specification is 68 miles per hour, equating to 100feet per second. Entrance and exit ramps are also included in thevirtual map to at least a point of a pre-merge constant speed-zone orsafety zone. In this embodiment the Master computer marks PV packets asbeing occupied or not occupied at all times, enabled via continualreporting and known information. Merging traffic entering the systemmust attain the predetermined constant speed and merge into anunoccupied virtual space, which the Master then marks as occupied. Inthis way, data may be communicated to PVs waiting to enter thecontrolled roadway such as when to initiate movement to progress ontothe system, and what ramp acceleration is required in order to place aPV in an appropriate position to merge with an assigned PV packet.

In this embodiment, sensors are still used as described in previousembodiments, but the data gathered by the sensors is chiefly used todouble-check PV absolute positioning against PTS-assigned position, soappropriate adjustments may be made. For example, each entrance loopsuch as loops 53 a and 53 b of FIG. 3 has a pre-determined length, andPVs are expected to be traveling at the system constant speed in orderto meet an assigned virtual ramp packet that coincides with an assignedpassing packet. This section of each entrance loop is a safety zone aspreviously described. OBCs of PVs, using proximity sensors and positionmarkers on ramps sense absolute position and adjust acceleration tomatch assigned packets to merge into the system.

In addition to proximity sensors that obtain data from side barriers forsteering, a set of proximity sensors may also be provided and adapted tosense certain features in the roadway underneath the PV such as theinner edges of contact surfaces 46 of FIG. 2. Other sensors such as afront to rear sensor for maintaining a constant space between each PVmay also be provided as previously described.

FIG. 8 is an end view of PV 15 illustrating various installed sensorsand connections comprising a proximity sensing system (PSS) for sensingPV proximity in a travel lane, position along PTS 11, and speed ofindividual PVs. PV 15 is illustrated in appropriate transit positionwithin a travel lane that is part of controlled roadway 13. Wheels 75 ofPV 15 are, in this example, positioned on raised contact surfaces 46 asdescribed with reference to FIG. 2 above.

Proximity sensor sets 157 and 159 (two sensors each side of PV 15) areanalogous to sensor sets 35 a and 35 b of FIG. 2. Sensors 157 and 159are adapted to detect and sense distance from side barrier surfaces. Aspreviously described, radar technology is used in this example, alongwith a photoelectric technology used to sense incremental roadwaymarkers 158 and 160.

In this exemplary embodiment, sensor sets 157 and 159 are adapted tosense distance to each roadway barrier using radar technology. Sensorsets 157 and 159 are also adapted to sense roadway markers 158 and 159using photoelectric technology for the purpose of determining the speedand absolute position of PV 15 along PTS 11. Therefore, sensors 157 and159 are in effect dually-capable proximity sensors.

Data received by sensors 157 and 159 and all necessary communicationbetween the sensors and OBC 73 is by way of lines 175. By utilizingsensors 157 and 159, OBC 73 may accurately and continuously determine PVposition between the barriers of roadway 13 with significant accuracy.Moreover, accurate vehicle speed and longitudinal position (absoluteposition in the PTS) along roadway 13 may also be determined byphotoelectric interaction with roadway markers 158 and 159, which areplaced periodically along barriers as previously described.

The operating system of OBC 73 causes continuous series of measurementsto be accomplished using the proximity sensors on a cyclic basis, atleast several times per second, such the OBC essentially has acontinuous real-time knowledge of the position of the PV in the roadwayrelative to the side barriers. This information is used by CPU 105 (FIG.6) to control steering through I/O module 119 to keep the PV properlycentered in the roadway as the PV travels along the controlled roadway.

Additional proximity sensors 163 and 165 may in some embodiments beprovided and mounted at strategic locations on the undercarriage of PV15. Sensors 163 and 165 may be positioned as four individual sensors,two in front (one driver side and one passenger side) and two in therear (same configuration). Sensors 163 and 165 use radar technology likesensors 157 and 159. Sensors 163 and 165 are focused on and adapted todetect the opposite existing edges (from each sensor) of raised contactsurfaces 46 as illustrated by the double arrows underneath PV 15. Thisis possible because contact surfaces 46 are of a solid nature, raised,and not grated, as is the rest of roadway 13. In this way, additionalrange data may be incorporated with range data from sensors 157 and 159in order to further reduce a margin of error. Furthermore, if an area orsection of PTS 11 has no installed barriers by design, or circumstance,the undercarriage proximity system represented by sensors 163 and 165may be used in place of sensors 157 and 159.

Two examples have been provided illustrating use of proximity sensingfor automatic steering control for a PV on a controlled roadway astaught. Other systems may be used as well, such as an underneath-mountedsensor adapted to follow a powered center line in the roadway. It willbe apparent to those with skill in the art that the side-to-side controlsystem using such sensors may be implemented in a number of ways.Control lines 175 provide connection between OBC 73 and sensors 163 and165 as previously described with side-mount sensors 157 and 159.

In an embodiment wherein several PVs may travel together in a group on acontrolled roadway in close proximity, with perhaps only a foot or sobetween successive PVs, a method is needed to judge and maintain thespacing between each PV traveling in a group, in lieu of coupling thePVs together. Therefore, front and rear proximity sensors 161 (frontsensor shown) are provided and adapted for the purpose. Radar sensorsmay be used in this embodiment as well. A control line 177 provides acommunication connection between sensor 161 and OBC 73. Sensor 161 (rearsensor) may be mounted above coupling receptacle 83 b as is shown here,or in any preferably centralized location on the rear surface of PV 15.Similar parameters are assumed for mounting of the front sensor.

In sensing spacing between PVs in a group and traveling on a controlledroadway at a constant speed, it is noted that the responsibility foradjusting speed is, in a preferred embodiment, a responsibility of eachOBC. Automatic speed adjustment for a PV, managed by the OBC, is inresponse to several inputs. For example, each OBC has constantly updateddata from sensors that indicate the PV absolute position in thecontrolled roadway at any point in time. This means the precise point atany instant along the traveled lane. The OBC also has real-time data asto the distance to the next PV ahead and the next PV behind. All of thisis real-time data relating to where the PV is. Now, from the Mastercomputer, which moves virtual packets and directs real PVs to occupypackets, the PV may know precisely where it ought to be in absoluteposition at any instant.

Given the above, the OBC for each PV, adjusts its own power, braking,etc. to stay within the PV packet assigned by the Master system in asafe manner. That is, a constant string of real-time data is availablefor the PV to know if it is, in fact, squarely within the assignedpacket space, if it is gaining or falling back, and so forth. There isalso data in many instances as to the relative position of PVs ahead andbehind. So there may be a situation, for example, where a PV travelingalong a controlled roadway, constantly checking its own absoluteposition and in constant communication with the Master system, knows itis 1 foot behind its assigned virtual packet space; and its forwardsensor tells the OBC that there is a PV in front at a 10 inch distance.Clearly the PV cannot move up the required one foot. Conflict resolutioncode procedures are constantly available, so the PV may query the Masterfor instruction, and the Master can arbitrate correcting the position ofthe forward PV so the instant PV may then correct its own position.

The skilled artisan will recognize that the above example is just oneexample of many which may be arbitrated by the Master system betweenoperations of individual PVs. The salient feature of the invention inthis respect is that the Master system exercises Master control bymoving its virtual PV packets, assigning spaces to real PVs, aiding theoncoming PVs to occupy the spaces, and then aiding the PVs to maintaintheir assigned spaces as long as necessary.

There are a number of ways as well that a PV may determine its absoluteposition on a controlled roadway. One method, described briefly above,entails side sensors of a PV recognizing fixed markers in side barriers.Such markers may be planted or mounted at increments, such as one packetlength, along each controlled roadway lane, and a PV knows throughsensing and communicating to the OBC the precise instant a known markeris passed. Estimates may then be forecast by the OBC and checked at eachdetection of a new absolute marker. Counting of markers may also beused.

It will be apparent to one with skill in the art that there are otherembodiments of travel on PTS 11 that may not require some aspects ofproximity sensing without departing from the spirit and scope of thepresent invention. For example, in one embodiment PVs may always travelin coupled groups thereby precluding the requirement for front and rearproximity sensors. In this embodiment spacing between groups(considerably more than 10 inches) would be determined and maintained byside-mounted sensors such as sensors 157 and 159. Further, one OBC in agroup may be designated a control Master for the group, and exercisecontrol over power and braking functions for other PVs in the group. Instill another embodiment that was described above, some sensingresponsibility is delegated to a roadway system comprising of poweredmodules that reports to local control stations such as station 70 ofFIG. 3. There are many such possibilities.

Use of Proximity Sensors in Exit Switching

The proximity sensing system described above may also, in an embodimentof the invention, be used to effect successful switching in and out oflanes in a controlled roadway for such as exiting PTS 11 withoutrequiring mechanical switching apparatus. A method for effecting turningby selective powering of sensors described in detail below.

FIG. 9 is a diagrammatic plan view of an exemplary section 180 ofcontrolled roadway in an embodiment of the invention illustrating PVexiting capability by selectively following proximity sensor data. Inthis example, section 180 has two exit lanes 182 and 184. In theuppermost exit lane 182 there is a PV group 179 comprising individualPVs a-e progressing in unison down the exit lane. At the other exit lane184 individual PVs g-j (indicated as group 181) is illustrated with twoPVs f and h staying on main roadway 13 while PVs g, i, and j are exitingas illustrated. A group 183 of PVs comprising a lead PV k followed byfour PVs labeled x is illustrated on roadway 13 just prior to reachingexit lane 184.

This unique switching system for exit lanes is enabled by the system ofproximity sensing and computer steering control described above, whereinPVs are steered to maintain a central position between side barriers.Consider now PVk at the head of exit lane 184. PVk may be destined toexit at 184, to continue and exit at 182, or to continue past both theseexits and leave at some exit further down the line. The exit methoddescribed herein depends on the maintenance by each OBC for each PV ofan absolute position in the road way system, and the default of every PVhaving booked a travel itinerary. The OBC and the Master system, then,both know the absolute position of PVk as it moves and the exit ramp itis to use.

Assume for exemplary purposes that the pre-booked travel itinerary forPVk calls for exit at ramp 182. By tracking absolute position both theOBC for PVk and the Master system know exactly when PVk approaches exitramp 184. For example, there may be bar-coded elements or other locationsignals, such visual indicators, radio signals and the like, atstrategic locations, accessible by a side-viewing sensor, that indicateupcoming exit ramps, distance to such ramps, and actual beginning oframps, such that the OBC of a vehicle may get timed signals to begin aprocess for exit, and a triggering signal to activate the steeringprocedure for exit. At some distance prior to the exit the OBC withapproval of the Master switches to steering control by only theright-side proximity sensor(s). Now, for a short period, steering of PVkis controlled to keep PVk at a fixed distance from the right sidebarrier, which follows the exit ramp (the left side barrier goesstraight). PVk will then be caused to follow the exit.

As absolute position data indicates PVk is wholly within the exit lane,where a left side barrier is again available to follow, the OBC, withMaster approval, again enables steering to both side sensors, and PVkproceeds down exit ramp 184.

Assume now that PVk is planned by its itinerary to pass exit 184 and totake exit 182. By virtue of this pre-data and known absolute position,PVk will steer only by left side data to pass exit 184, and thencontinue on left-side data to take exit ramp 182, after which both-sidesteering will again be enabled.

In the event PVk is to pass both exits, left-side steering would beenables to pass exit 184, then right-side steering to pass exit 182,then both sides again to continue normally down the controlled roadway.

Clearly the switching of steering between proximity sensor data isnecessary for every PV at and near every exit, so PVs take only thecorrect exits.

These rules may change, however, if there is an emergency situation anda PV must make a non-designated exit from PTS 11. The Master system mayof course make such amendments as circumstances require.

PVs entering PTS 11 will follow the same protocols as those exiting,accept that an entrance ramp will have a location such as 185 and 187for powering off the appropriate side sensors when reaching the mergingpoint where roadway 13 is at it's widest distance across. Locations 185and 187 may comprise strategic points having special markers in theroadway that are recognizable by individual OBCs through function of thesensors. Perhaps a simple accounting of previously described roadwaymarkers such as markers 160 will be sufficient for OBCs to recognizewhen to power off or on appropriate sensors. In another embodiment,OBC's are simply commanded by a master computer such as master station95 of FIG. 5 when to power sensors on or off. In still anotherembodiment the commands may come from local stations such as station 70of FIG. 3. There are many possible variations on this command andcontrol theme.

FIG. 18 is a plan view, the same as FIG. 9, showing two exit ramps, oneto the right and one to the left, with some additional features. Thesharp corner between a continuing roadway and an exit ramp can pose adanger in the case of some malfunction of sensors or guidance in exitingthe main roadway to an exit ramp. For this reason exit ramps areprovided in many embodiments with shock-absorbing corners 427 as shownin FIG. 18. In some embodiments the corners are made of crushablematerial to slow a vehicle over some distance, relieving the shock of asudden impact. In some other embodiments hydraulic, pneumatic, orcrushable components are added to provide even more shock-absorbingcapability. Also in some embodiments sensors may be arrayed before oneor more of the shock-absorbing corners, so the system can detect theapproach of a vehicle, and take appropriate action, such as inflation ofa safety device, or activation of a controlled deceleration mechanism.The activation of such a sensor also is an indication that a vehicle maybe out of control, and sensors may be coupled to the Master Computersystem, which may slow or stop traffic in the area. In still anotherembodiment there may be an area behind the sensors, between the exitramp and the ongoing ramp, where a vehicle may be left, at leasttemporarily, after being stopped by the corner safety systems.

Methods for Entrance Switching

FIG. 10 is a plan view of a portion 191 of PTS 11 showing an entranceramp 215 joining into a controlled roadway lane 193, illustrating uniquemethods for integrating oncoming traffic into a controlled roadway.There will, of course be a number of such entrance ramps, with at leastone at every interchange station associated with the PTS. In most caseseach station will have at least two entrance ramps, one for eachdirection of travel (see FIG. 3).

As described above, in a preferred embodiment of the invention theMaster computer system maintains a moving map of virtual PV packets, andmarks these packets as occupied or unoccupied in real time. Thisreal-time map of PV packets is the basis for al control and forecastingin the system. In FIG. 10 the virtual PV packets are shown as dottedrectangles. In this embodiment each packet moving in the map ofcontrolled lanes, exclusive of entrance and exit lanes, has a primaryunique identification. The specific identifier is not important to theinvention, just that each packet moves at the controlled constant speedand is spaced from other packets fore and aft at the standard spacing.Examples of virtual PV packets moving in primary controlled lane 193 ofthe system are packets 211, 205, 207 and 213.

At entrance and exit ramps the Master system may maintain duplicate PVpackets to primary packets moving on the controlled roadway primarylanes. Packets 209, 203 and 211 are examples of such packets. Thesepackets are called duplicate packets herein because each such packet iscreated as an adjunct to a primary packet, and they disappear as theymerge with primary packets. For example, with the primary packets movingin the controlled roadway lane 193 in the direction of the arrow, aseach primary packet approaches an entrance ramp the Master systemcreates an adjunct packet in the entrance ramp at a position and movingin a way that the adjunct packet will merge with a primary packet at thehead of the ramp, in joining with the controlled roadway.

The adjunct packets created do not necessarily always move at thecontrolled roadway constant default speed (100 ft/sec in theseexamples), but may start from zero speed and accelerate to the standardspeed at the point of merging with a primary packet. The accelerationused is within the capability of an actual PV. In FIG. 10 packet 209 isadjunct to packet 211 and will disappear as it merges with primarypacket 211. Packet 203 is similarly adjunct to primary packet 205, andpacket 211 is adjunct to primary packet 213. Each of these adjunctpackets will disappear as they merge with their respective primaries.

The creation of adjunct packets to passing primary packets is to providea method for safely and efficiently merging actual PVs into traffic onthe primary controlled roadway. Attention is drawn to the fact thatpacket 213 approaching on-ramp 215 is an occupied primary packet, and tomerge an actual PV with this packet would be a disaster. Therefore theMaster system marks adjunct packet 211 as “not to be occupied”. Noactual PV will be started relative to adjunct packet 211 to merge withprimary packet 213.

Primary packet 207 is an unoccupied primary packet, and a PV was waitingto enter on ramp 215 at the proper time to be started relative toadjunct packet 195. Therefore the PV was started and is controlled tooccupy adjunct packet 211. The OBC for the PVC occupying packet 195operates to adjust the acceleration and speed of its PV to occupy andstay in packet 195 until packet 195 merges with packet 207 at the headof the ramp, at which time packet 195 disappears and the Master markspacket 207 as occupied. Now the OBC and Master system cooperate tomaintain the PV in packet 207 until the packet and PV approach thepre-destined exit ramp.

In the merging process the PV occupying an adjunct packet is guided bythe computers using the side sensors to a point in the ramp that, inthis case, the right barrier ends, and then by the left barrier sensingonly until fully on the primary controlled roadway, after which two-sidecontrol for steering may be re-enabled.

In the manner described above PVs at entrances and exits from theprimary may be safely managed onto and off the primary roadways (seealso FIG. 3). In this process there are also markers and other elementsat the ramps enabling the OBCs of PVs to track their absolute positionrelative to the ramp and the primary roadway. The process of enteringand exiting is a process of matching the absolute position with thevirtual correct positions cast by the Master system, which may be copiedin real time to the OBCs for control purposes.

Unauthorized Access

Disclosure was made above, referring to elements of FIG. 3, describingdealing with vehicles in need of repair, or unfit drivers. There aresome other issues having to do with unauthorized vehicles. The inventoris aware that the overhead roadway and entrance ramps may pose atemptation to unauthorized users, for whatever reason. Some adventuroussouls piloting vehicles that are not safely equipped to navigate theroadway, and that do not have the onboard computer systems necessary tocommunicate with the Master computer system, may nevertheless on rareoccasions attempt to crash the system, and there may be other occasionsof unauthorized vehicles attempting to access and enter the system.

Sensors, weigh stations and the like are described above for discerningwhether or not a vehicle attempting to enter the system is qualified andsafe. The need, however, is more than the need for identification. Forexample, in some cases a user, perhaps late for an event or a flight,for example, may decide wrongly that his/her vehicle is safe, even if itis not. Also, a thrill-seeker piloting a motorcycle, however, might notsimply obey a request or command to exit. In that scenario, it isimperative that a system be employed to prevent the unauthorized vehicleand driver from entering the system.

FIG. 17 is a plan view of one entrance ramp 421 onto a roadway 422 ofthe system in an embodiment of the invention. A vehicle 423 isrepresented as an unauthorized vehicle attempting to drive up theentrance ramp onto the roadway. It may be assumed that the vehicle hasbeen identified as unauthorized or unsafe by sensors and mechanismsengaged and operated prior to vehicle 423 attaining the present positionshown. In a preferred embodiment the Master Computer is notified of thisunauthorized attempt, and the Master Computer or OBC may thus be engagedin the solution.

In this example an auxiliary roadway, or a portion of a roadway 426 isprovided, and a remotely-operable gateway formed of two moving barriers424 and 425 may be implemented in the entrance ramp 421. Uponidentification of the unauthorized vehicle 423, and at an appropriatetime, barriers 424 and 435 are operated to move from their dotted-lineposition shown, to their solid-line position shown. This movement shuntsvehicle 423 onto auxiliary roadway 426 instead of main roadway 422.After vehicle 423 is on the auxiliary roadway, the barriers swing back.In some embodiments there may be cameras as well to record each incidentagainst possible future claims or legal action, and to substantiateillegal or unauthorized attempts at entry.

In an alternative embodiment a barrier is simply rotated, raised ordropped, that blocks the on ramp, so that vehicle 423 may not enter.This is not the preferred mode, however, because following authorizedvehicle will be blocked as well until vehicle 423 is somehow removedfrom blocking the ramp.

In another alternative a trapdoor may be opened in the ramp to cause theunauthorized vehicle to enter a roadway below the entrance ramp, or anup-ramp may be engaged to cause the unauthorized vehicle to enter aroadway above the main roadway. In yet another alternative the systemmay deploy a spike bar or another sort of gate to prevent access to theroadway.

Vehicle Recovery Systems

Regardless of care and monitoring systems there may still be rarevehicle failures or accidents that may leave a disabled vehicle on aroadway of the PTS. If this should happen there needs to be a mobilerecovery vehicle (MRV) 401 such as shown in FIG. 14. MRV 401 is made tobe operated on the PTS roadway, and comprises a recovery bed 402 ofsufficient length to support at least one PTS vehicle that may have tobe removed from the roadway. In the embodiment shown there is a support403 for a crane 406 of 5000 pounds capacity, which may be raised andlowered as shown by a double-ended arrow, and a extendable andretractable chain 407 for engaging a disabled vehicle and pulling thevehicle onto bed 402 using a ramp 409 that may be lowered to the roadbedand raised as necessary to the position shown in dotted outline. Wheels410 are positioned to carry expected loads with one set positioneddirectly under an engine compartment 404 housing in one embodiment ahydrostatic drive powered by a four-cylinder, 70 HP diesel engine. Astand-up control cab is provided for an operator.

MRV 401 in one embodiment is capable of 25 MPH in either direction andone may be deployed at any convenient position to serve one or severalramps. In the case of one MRV for more than one ramp, a deploymentcarrier, like a flat-bed truck, may be used to move the MRV at need. Incase a vehicle is disabled and a blockage occurs, the Master computerwill cause the system to stop, and cause all vehicles between thedisabled vehicle and the next upstream exit ramp, to exit at that ramp,clearing the roadway from the exit ramp back to the disabled vehicle.The Master computer then causes the MRV 401 to be deployed from the exitramp back to the disabled vehicle, which it engages and removes back tothe exit ramp. The system may then be brought back up to speed, with themaster computer controlling the virtual spaces to accelerate graduallyup to the constant operating speed.

In the embodiment described the MRV is provided with jaws of life andother needed equipment, and in many cases also with first aid equipment,although the nature of the system is such that personal injury accidentsare very unlikely.

FIG. 15 is an illustration of a vehicle altering device 411, termed a“big squeeze” by the inventor, useful with the vehicle of FIG. 14 in anembodiment of the invention. Device 411 is provided to alter the shapeand volume of vehicles that may have been involved in an accident, forexample. In some cases a vehicle may have been rammed from behind, andaltered in shape such that it may not be moveable along the roadway oronto one of the exit ramps. In such a case device 411 may be used tocompact the vehicle into a smaller package that may be successfullymoved along the roadway and exit ramps.

In this example device 411 comprises a frame member 412 upon which twocompaction arms 413 are pivoted. A hydraulic cylinder 414 is connectedacross arms 413 on one side of frame 412 such that on the other side ofthe frame the arms may be opened and closed with force. A carryingcradle 415 is also attached to frame 412 so the device may be suspendedand positioned by crane 406 of FIG. 14, for example. Hydraulic lines andcontrol valves are not shown, but may be a part of the control equipmentassociated with vehicle 401 of FIG. 14.

In one embodiment the Master Computer System may be intimately involvedwith vehicle failures, accidents, and other perhaps unexpectedhappenstance on the roadway and the exits and approaches. The MasterComputer, by virtue of the fact of creating, tracking and managingvirtual moving spaces on the roadway system, “knows” the identity ofevery vehicle on the roadway, its instantaneous location and status, andis capable of forecasting “near future” positions for all such vehicles.Further the Master Computer system has a history of past operations forall client vehicles, and a real-time computerized knowledge of reservedtime slots for oncoming vehicles and clients. That is, clients callahead or web-access the system, and reserve at least approximate timeslots for travel.

Given all of the “knowledge” of the system in the control of the MasterComputer, in the embodiment presently being described, the MasterComputer keeps a threaded log of all operations, particularly of thoseoperations that may be occasioned by an anomaly, such as breakdown or anaccident. In the event of a breakdown or an accident all operations are,of course, not automatic and computerized, but under the judgment andcontrol of responsible people employed by a Host of the system, andresponsible for certain operations. In the event of every suchoccurrence, the Master Computer requires that a data entry protocol befollowed, so the human functions and decisions that result in return tonormal operation are logged and recorded.

Now, after such a history of operations is available, in the event of anew “trouble” anywhere on the line, the Master computer system,receiving one or both of sensed information from the vehicles and thesystem, and trouble input from operating personnel, mines the database,and presents for the responsible parties a scenario of probable cause,and best course of action. It is a matter of patterns to some extent. Ina mature system, given a deep history of activity, the Master Computercan extract from the history the closest match to the present situation,temper that with any changes that may have occurred since the previoussituation (recovery vehicles may now be at different location), andpresent to the responsible people the best sequence of events inresponse to cure the problem. In some cases an exact match may be found.

Also in this embodiment the historical database may be mined on aregular or continuing basis for trends, and the statistics thusgenerated may be used to predict future problems, and to devise newdesigns and features that may be safer and more reliable for operationof the overall system.

Changing Environmental Conditions

The involvement of the Master Computer System with management of theoverall system through tracking virtual spaces in the system, and inmoving the virtual spaces according to pre-programmed criteria, at aconstant speed, and at a fixed spacing, for example, is carefully andcompletely described. The inventor is aware, however, that changingenvironmental conditions may require alteration in the way the MasterComputer manages the system.

As an example of a changing condition causing an alteration inmanagement, a hurricane, a tornado, a seismic event or a flood, or anyother natural disaster, or any human-caused problem such as an aircrafthitting the roadway, may be sensed by the Master Computer throughsensors throughout the system, or may be made known to the MasterComputer through human input. This knowledge, sometimes coupled withother sensory input, such as progress of vehicles in the system comparedto the progress of virtual spaces, may be enough to shut down the systementirely in the case, for example, of one or more vehicles being out ofphase with their respective cells. If that is the case the system isprogrammed to shut down in stages, so no person is left stranded on theroadway, and everyone is brought to an exit, if possible. In most casesthe approach of really bad weather, for example, may be known somewhatin advance, allowing a planned and orderly shut-down of the system.

In other cases, adverse conditions may not warrant a complete shutdown,but may dictate that the size of virtual spaces be increased and thespacing between virtual spaces also be increased, allowing individualvehicles more leeway in matching and occupying a virtual space on thesystem. In some cases, such a strong prevailing wind in one direction,which will affect vehicles traveling in the wind direction differentlythan vehicles on another part of the roadway, traveling against thewind. In such a case, the Master Computer is capable of shorteningspaces in some parts of the roadway, and extending spaces in another, asconditions might require. In the case of a seismic event, the initialevent may not be damaging to the system, but since it is well-known thatthere may be other shocks, and it is also possible that a bigger eventmay be imminent, it is prudent that the system shut down at leasttemporarily, and resume when a decision is made that danger is past.

In all cases, changes made to solve a present difficulty will be alwayscompared with actual performance, and suitable adjustments will be made.

Construction Apparatus and Methods

One object of the present invention is an ability to quickly andrelatively inexpensively implement controlled roadways and to connectthe resulting infrastructures to ancillary equipment to providefunctioning PTS systems according to embodiments of the presentinvention. Some of the processes and procedures involved have beendiscussed briefly above with reference in particular to FIGS. 1, 2 and3.

A feature of embodiments of the present invention that provides adistinct advantage in cost over existing and predicated systems is thefact that in most embodiments of the present invention the controlledroadway is a passive structure, designed to be modular in that sectionsbetween supports may be pre-constructed and assembledone-after-the-other, with pre-assembled structures transported overexisting sections of the roadway.

FIG. 11 is an elevation view of a partially constructed roadway 301, anda unique construction tool in the form of a traveling crane 303 forsequentially adding new roadway sections. In this view supports for theroadway have been put in place in advance, and supports 305, 307 and 309are shown implemented at predetermined positions. Note that the track ofthe supports in this case is in the median of a surface highway 311.

Roadway 301 has been extended to a point carried by support 307 in FIG.11, and crane 303 has moved forward to the end of roadway 301 such thatcrane boom 313 extends beyond next support 309. Crane boom 313 is of alength to extend to a significant distance beyond next support 309, andhas an articulated end 315 with a gripper mechanism 317. The articulatedend is enabled to fold down and attach to next support 309.

FIG. 12 illustrates crane boom 313 with articulated end 315 folded downwith gripper 317 engaged with support 309, such that support 309 may nowsupport weight of a new roadway section to be carried temporarily bycrane boom 313. In this view a new roadway section 319 that has beenbrought forward on a suitable carrier running on the completed portionof roadway 301 has been attached to hanging supports 321 and 323 thatare translatable on a track along boom 313. The crane is enabled to feedthe new roadway section 319, supported by hanging supports 321 and 323,out over the span between supports 307 and 309. As this new roadwaysection is fed out along the boom the weight is supported by crane 303on support 307 on one end, and by support 309, by virtue of thearticulated end of the crane boom engaged now to support 309.

FIG. 13 is a view later than the view of FIG. 12, wherein section 319has been lowered below crane boom 313 to align with the previouslycompleted roadway, and to suitably engage both supports 307 and 309 andbe fasted in place. Gripper mechanism 317 has been disengaged fromsupport 309, and articulated end 315 is raised up again. Now crane 303may moved forward to a new position at the new end of the roadway(support 309), where yet another section 325 may be extended and putinto place to extend the roadway further.

It will be apparent to the skilled artisan that in the example describedthe roadway sections need to be substantially straight. This is not,however a requirement or limitation, because curvatures for changes indirection of completed roadway may be pre-calculated and curved sectionssuitably manufactured and provided by suitable carriers along thecompleted portion of the roadway under construction, and the crane maybe provided in a manner that allows curved sections of roadway to be fedout and lowered into position.

The method and apparatus just described for extending roadways inembodiments of the present invention provides a very fast and relativelyinexpensive means for establishing controlled roadways between accessstations in the system described herein. Manual crews may follow behindthe roadway crane to add final amenities as required, so shortly after alast section is put in place a functioning roadway may be provided.

Description Summary

It will be apparent to the skilled artisan that there are a broadvariety of alterations that may be made in the several embodiments ofthe present invention taught herein, without departing from the spiritand scope of the invention. There are for example, many ways that PVsmay be provided, many ways that the controlled roadway may beimplemented, and many variations in control systems and access stationsin different versions within the spirit and scope of the invention.Similarly there are any alterations in software that may be used inaccomplishing particular embodiments of the present invention, and manyphysical variations in the actual computer platforms that might be used.The invention is to be limited only by the claims which follow.

What is claimed is:
 1. A method comprising: dividing a controlledroadway into virtual moving packets with characteristics of being spacedapart by a specific distance, size and moving at a controlled speed onthe roadway, by a master computer coupled to sensors and actuators ofthe controlled roadway; managing vehicles traveling on the controlledroadway to enter, leave and occupy individual ones of the virtualpackets, through communication by the master computer with on-boardcomputers in individual ones of the vehicles; and adjusting thecharacteristics including size of the virtual packets and spacingbetween virtual packets during operation, causing vehicles occupying thespaces of the virtual packets to readjust position relative to oneanother according to the size and the spacing adjustment of the packetsby the master computer.
 2. The method of claim 1 wherein the mastercomputer adjusts virtual packet characteristics on a portion of theroadway ahead of an exit ramp to afford a vehicle about to exitadditional space between that vehicle and proximate vehicles.
 3. Themethod of claim 1 wherein the vehicles comprise engagement mechanismsfore and aft, and wherein the master computer adjusts packetcharacteristics to cause two or more vehicles to engage one to anotherby the engagement mechanisms.
 4. The method of claim 3 wherein theadjustment is triggered by failure of one vehicle in operation, and bythe engagement an immediately following vehicle is caused to push thefailed vehicle.
 5. The method of claim 1 wherein sensors of thecontrolled roadway include sensors recording environmental conditions,and wherein the master computer changes the characteristics of virtualpackets according to changing environmental conditions.
 6. The method ofclaim 5 wherein the characteristics of virtual packets are altered basedon changing wind conditions in the environment of the controlledroadway.
 7. The method of claim 5 wherein the characteristics of virtualpackets are changed based on temperature changes in the environment ofthe controlled roadway.
 8. The method of claim 5 wherein thecharacteristics of virtual packets are changed based on changes inlighting conditions in the environment of the controlled roadway.
 9. Themethod of claim 5 wherein the characteristics of virtual packets arechanged based on operational circumstances.
 10. The method of claim 9wherein the operational circumstances include one of accidents on theroadway and scheduled maintenance conditions.